Vous êtes sur la page 1sur 176

Technical

Manual
for Installation, Function,
and Initial Start-Up

Truck

1328 765 101h

Subject to alterations in design


Copyright by ZF
This Technical Manual is protected by copyright.
Printed in Germany

ZF Friedrichshafen AG, MC-C / 1999

Edition: 2007-10

ZF-AS Tronic

Preface

ZF-AS Tronic and ZF-AS Tronic mid are automatic


transmission systems.

A ZF-AS Tronic application contains the following


stages:

To avoid

Writing of customer specification for the transmission system by vehicle manufacturer and ZF,

Damage or failure of the transmission and


vehicle,

Documentation by ZF,

Functional limitations for the transmission


system,

Initial installation,

Limitations in terms of operating quality,

First installation check and initial setup by ZF


staff,

the details on the function, installation, and initial


start-up of the transmission system MUST be noted.

Approval on the basis of the customer specification and parts list.

This technical manual serves as a technical guide


for the ZF-AS Tronic system for both vehicle and
vehicle body manufacturers as well as ZF staff.

NOTE
If the specifications noted in this technical manual
are not observed or if parts which are not approved
by ZF or are not genuine ZF parts are used, this may
result in damage as well as functional limitations for
which ZF shall assume no responsibility.

This manual describes the standard ZF application.


Customer-specific deviations must be agreed on in
writing with ZF.

If you have any questions, suggestions or possible


improvements, please contact your Technical Sales
department contact directly.

1328 765 101 - 2007-10

ZF-AS Tronic

1328 765 101 - 2007-10

List of Chapters

Brief Description of the ZF-AS Tronic

Transmission System and its Components

Function Description

Installation

Annex

ZF-AS Tronic

Table of Contents

Applicable Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13

List of Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14

Overview of Amendments: 1328 765 101 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15

Brief Description of the ZF-AS Tronic

1.1

General

......................................................................

1-3

1.2

Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1-4

Transmission System and its Components

2.1

System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-3

2.2

Transmission and Shift System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-4

2.2.1

Description of Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-4

2.2.2

Description of Shift System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-6

2.2.3

Overview of Product Families . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-7

2.2.4

Product Family 1: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . . . . . . . . . . .

2-8

2.2.5

Product Family 1: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . . . . . . . . . . . .

2-9

2.2.6

Product Family 2: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . . . . . . . . . . . 2-10

2.2.7

Product Family 2: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . . . . . . . . . . . . 2-11

2.2.8

Product Family 3: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . . . . . . . . . . . 2-12

2.2.9

Product Family 3: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . . . . . . . . . . . . 2-13

2.2.10

Product Family 3: Technical Data 16-Speed / Direct Drive . . . . . . . . . . . . . . . . . . . . . . . 2-14

2.2.11

Product Family 3: Technical Data 16-Speed / Overdrive . . . . . . . . . . . . . . . . . . . . . . . . . 2-15

2.2.12

Product Family 4: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . . . . . . . . . . . 2-16

2.2.13

Product Family 4: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . . . . . . . . . . . . 2-17

2.3

2.4

Transmission Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18


2.3.1

Transmission Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18

2.3.2

Clutch Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19

Peripheral Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20


2.4.1

ZF Selector Lever With Integrated E-Module and


Additional ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20

2.4.1.1

ZF Selector Lever with Integrated E-module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20

2.4.1.2

ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22

1328 765 101 - 2007-10

ZF-AS Tronic

2.5

Table of Contents

2.4.2

ZF Range Selector Module + ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23

2.4.2.1

ZF Range Selector Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23

2.4.2.2

ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23

2.4.3

Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24

Auxiliaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27
2.5.1

Intarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

2.5.1.1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

2.5.1.2

Mechanical Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

2.5.1.3

Oil Grade and Oil Fill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

2.5.1.4

Coolant Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

2.5.1.5

Pneumatic Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

2.5.1.6

Electrical Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28

2.5.1.7

Communication Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28

2.5.1.8

Speedo Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28

2.5.2

PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28

2.5.2.1

Clutch-Dependent PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28

2.5.2.2

Vehicle Driven PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29

2.5.2.3

Engine-Dependent PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29

2.5.2.4

Retrofitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29

Description of Function

3.1

Basic Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-3

3.1.1

Shift Engagement Characteristics / Ignition On . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-4

3.1.2

Gear Selection With Vehicle Stationary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-4

3.1.2.1

Shifting from Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-4

3.1.2.2

Shifting From One Gear to Another . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-4

3.1.2.3

Shifting to Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-4

3.1.3

Setting Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-5

3.1.4

Gear Selection during Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-7

3.1.4.1

Upshifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-7

3.1.4.2

Downshifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-8

1328 765 101 - 2007-10

ZF-AS Tronic

3.2

3.3

Table of Contents

3.1.5

Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-8

3.1.6

Protective Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

3.1.6.1

Engine Protection Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

3.1.6.2

Clutch Overload Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10

3.1.7

Control of PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11

3.1.7.1

PTO Activation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11

3.1.7.2

PTO Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12

3.1.8

Ignition Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12

Automatic Drive Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13


3.2.1

Activating Automatic Drive Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14

3.2.2

Automatic Selection of Setting Off Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14

3.2.3

Automatic Gear Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14

3.2.4

Deactivating Automatic Drive Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16

ZF-AS Tronic Malfunction Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17


3.3.1

Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17

3.3.2

System Analyses Undertaken . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-17

3.3.3

Clutch Actuator Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18

3.3.4

Transmission Control Unit Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-18

3.3.5

Interface Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19

3.3.6

Driving Modes Investigated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-19

3.4

Error Responses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20

3.5

Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21
3.5.1

Error Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21

3.5.2

On-Board Diagnosis (When Using the ZF Selector Lever) . . . . . . . . . . . . . . . . . . . . . . . . 3-21

3.5.3

Off-Board Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-21

Installation

4.1

Transmission Installation Investigation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-5

4.1.1

Standard Transmission Installation Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-5

4.1.2

PTO + Emergency Steering Pump Installation Drawings*

.......................

4-5

4.1.3

Input Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-5

4.1.4

Clutch Bell Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-6

1328 765 101 - 2007-10

ZF-AS Tronic

Table of Contents

4.1.5

Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-6

4.1.6

Clutch Release Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-8

4.1.7

Engine Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-9

4.1.8

Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-10

4.1.9

Transmission Installation Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13

4.1.10

Propshaft Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14

4.1.11

Torsional vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18

4.1.11.1 Permissible vibrations at transmission input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18


4.1.11.2 Uniformity of rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-18

4.2

4.3

4.1.12

Bending Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19

4.1.13

Cover / Protective Floor Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19

4.1.14

Additional Brackets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19

4.1.15

Fording Ability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19

4.1.16

Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20

4.1.17

Additional Guidelines for Vehicle Body Manufacturer . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21

4.1.18

Vehicle Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21

Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22
4.2.1

Permissible Ambient Temperatures on Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22

4.2.2

Permissible Oil Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22

4.2.3

Causes of Excess Oil Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-22

4.2.4

Additional Transmission Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23

4.2.5

Use in Sub-Zero Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24

4.2.6

Storing the Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-24

Filling With Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25


4.3.1

Oil Grade and Oil Change Interval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25

4.3.2

Oil Fill Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25

4.3.3

Draining the Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26

4.3.4

Filling With Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26

4.3.5

Oil Level Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26

4.3.6

General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27

4.3.7

Information about Bleeding the Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-27

4.3.8

Venting by Means of Hose Line in Dry Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28

1328 765 101 - 2007-10

ZF-AS Tronic
4.4

Electrics

Table of Contents
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29

4.4.1

System Layout and Circuit Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29

4.4.2

Description of Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30

4.4.2.1

Connector on Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30

4.4.2.2

Power Supply Connector to Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31

4.4.3

Power Supply Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32

4.4.4

CAN Bus Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33

4.4.5

Quality Requirements of Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35

4.4.6

Connector and Mating Connector Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-36

4.4.7

Other Electrical Interfaces on the ZF-AS Tronic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37

4.4.7.1

Neutral Switch (S12) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37

4.4.7.2

Speedo Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37

4.4.8

CAN Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-37

4.4.9

EMC Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-38

4.5

Pneumatics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39

4.6

Auxiliaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41

4.7

4.6.1

ZF-Intarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41

4.6.2

Third Party Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41

4.6.3

ZF Power Take Off Units (PTOs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-41

4.6.4

Third Party PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42

4.6.5

Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42

Transmission Installation on Assembly Belt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42


4.7.1

Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42

4.7.2

Supplying the Main Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43

4.7.3

Corrosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43

4.7.4

Subsequent Paintwork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43

4.7.5

Assembly of Engine, Clutch, and Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43

4.7.6

EOL Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44

4.7.7

Delivery Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45

1328 765 101 - 2007-10

10

ZF-AS Tronic
4.8

Table of Contents

Additional Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46


4.8.1

Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46

4.8.1.1

Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46

4.8.1.2

Setting Off, Forward Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47

4.8.1.3

Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47

4.8.1.3.1 Maneuvering via the accelerator pedal with rotary switch in D or R position . . . . . . . . 4-47
4.8.1.3.2 Maneuvering acc. to rotary switch position DM or RM . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
4.8.1.4

Moving off Downhill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48

4.8.1.5

Changing Operating Mode: Manual / Automatic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48

4.8.1.6

Changing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49

4.8.1.7

Reverse Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49

4.8.1.8

Engine Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50

4.8.1.9

Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50

4.8.1.10 Switching Off Engine / Stopping Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50


4.8.1.11 Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
4.8.1.12 Tow Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
4.8.1.13 Clutch Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
4.8.1.14 Engine Overspeed Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52
4.8.1.15 Operations with Clutch-Driven PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-52
4.8.1.16 Roller test rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53
4.8.1.17 System Faults (Error Messages) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-53

4.9

4.8.2

Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54

4.8.2.1

Visual Inspection of Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54

4.8.2.2

Maintenance of Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54

4.8.3

Vehicle Handover to End Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54

Application and Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55


4.9.1

Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55

4.9.2

ZF Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55

4.9.3

Type Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55

4.9.4

Explanation for ZF Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-56

1328 765 101 - 2007-10

11

ZF-AS Tronic

Table of Contents

Annex

5.1

Designations for AS Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-3

5.2

AS Transmission Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-4

5.2.1

AS Transmission Program for Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-4

5.2.2

AS Transmission Program for Special Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-5

5.2.3

AS Transmission Program for Rail Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-5

Attached Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-6

5.3

1328 765 101 - 2007-10

12

ZF-AS Tronic

List of Documents
warranty cover granted by ZF cannot otherwise be
assured.
The documents attached to the technical manual are
provided for information only. Please contact your
personal contact in the Technical Sales department
if you need binding drawings for installation investigations etc.

Other Applicable Documents


(Attached and/or other documents to which
reference is made in the technical manual)
The specifications listed in these documents must
be observed because fault-free operation of the
ZF-AS Tronic transmission systems as well as the

Documents to which reference is made in the technical manual


Order no.

Type of document

Techn. information

0000 0000 6255

Form

Customer Specification (German)

0000 0000 6240

Form

Customer Specification (English)

0000 701 972

Standard

Conservation, paintwork for AS Tronic solo

0000 701 973

Standard

Conservation, paintwork for AS Tronic with Intarder


(rear left heat exchanger)

0000 701 974

Standard

Conservation, paintwork for AS Tronic with Intarder


(rear right heat exchanger)

0000 702 371

Specification

Conservation, paintwork for AS Tronic mid solo

0000 766 707

CD-Rom

Propshaft calculation program

0000 766 708

Diskette

Propshaft calculation program

TE-ML 02

List of Lubricants

TE-ML 02 (for current List of Lubricants, refer to


www.zf.com)

1328 757 152

Type sheet

PTO ZF-AS Tronic

1328 761 005

TKI

Signal specification

1328 761 053

Specification

Clutch

1336 757 151

Type sheet

PTO ZF-AS Tronic mid

6009 796 001

TKI

Transmission actuator

6029 705 003

TKI

Vehicle wiring

6041 622 026

Installation drawing

ZF range selector module + ZF extension module

6041 722 041

TKI (E-Module 2)

ZF range selector module / ZF extension module

6085 765 104

Technical manual

ZF-Intarder

6085 766 104

CD-Rom

ZF-Intarder

6090 754 140

Installation manual

PTOs

---

Type sheet

Testman Pro

1328 765 101 - 2007-10

13

ZF-AS Tronic

List of Abbreviations

List of Abbreviations
ABS

ABS anti-lock braking system

ASC

Anti-Slip Control

BA

Operating Instructions

Bu

Bush contact

CAN

Controller Area Network

DBV

Pressure relief valve

E-box

Electronics box

E-module

Electronic module

EBZ

Installation drawing

ECU

Electronic control unit

EDC

Electronic diesel control (engine electronics)

EMC

Electro-magnetic compatibility

EOL programming

End-of-line programming

FMEA

Failure Mode and Effects Analysis

GP

Rear-mounted range change group

GV

Splitter group or front-mounted group

HF line

High frequency line

IT

Intarder

JPT

Junior Power Timer

K line

Communication line

KWP

Key Word Protocol

MV

Solenoid valve

PF

Product family

PTO

Power take off

Rear axle

Hydraulic connection

RSV

Non-return valve

ST MNL

Pin contact, Mate-N-Lock

STVZO

Highway code

SW

Software

TCU

Transmission Control Unit

Term. 15

Terminal 15 (switched to +)

Term. 30

Terminal 30

TKI

Technical Customer Information

Torque converter clutch

Torque converter clutch

WS

Travel sensor

1328 765 101 - 2007-10

14

ZF-AS Tronic

Index

Date of issue

1999-12

2000-09

Overview of Amendments: 1328 765 101

Chapter

2
4

Initiator

Remark

LPE2-B

Complete revision

LPE2-B

2.2.3 - 2.2.8, 2.3.2, 2.4.1, 2.4.3


4.1.1, 4.1.3, 4.1.5 - 4.1.9, 4.1.16 - 4.1.18, 4.2.4,
4.2.5, 4.3, 4.4.2.2, 4.4.9, 4.5, 4.6.3, 4.7.1, 4.7.5, 4.7.6 4.9.4
Annex

5
c

2002-09

LPE2-B

Contents revised:
List of documents , 2.2 - 2.5, 3.1 - 3.5, 4.1.5,
4.1.8, 4.1.9, 4.1.17, 4.1.18, 4.2, 4.4.1, 4.4.5, 4.4.6,
4.4.7, 4.5, 4.7.5, 4.7.7
Editorial revision:
1, 2.1, 4.1.1, 4.1.2, 4.1.4, 4.1.6, 4.1.10, 4.1.16, 4.3, 4.4.8,
4.7.6, 4.1.10, 4.1.16, 4.3, 4.4.8, 4.7.6, 4.8.1, 4.9.1
Added:
List of abbreviations, 5.1, 5.2
Replaced by:

2002-10

LPE2-B

Contents revised:
2.2.9, 2.2.11, 3.2.4, 4.2, 4.2.5, 4.7.4, 5.1, 5.2.2
Editorial revision:
Copyright, Preface, 3.1.3, 4.4.6
Added:
Replaced by:

2003-08

LPE2-A

Contents revised:
2.2, 2.5, 3.1.6, 3.1.7, 4.1 - 4.5, 5.1, 5.2
Editorial revision: 1, 2.4.1, 3.5, 4.7, 4.9
Added: 2.4.2, 4.8.1, 4.8.2
Replaced by:

2005-04

LPE2-A

Contents revised:
2.2.4 - 2.2.16, 2.4.2.1, 2.4.4, 2.5.2, 3.2, 4.1.1, 4.1.6, 4.1.8,
4.1.15, 4.2.4, 4.3.1, 4.3.2, 4.3.7, 4.4.7, 4.5, 4.6.5, 4.7.1,
4.9.3, 5.2
Editorial revision:
3.1.3 - 3.1.7, 3.3.2, 3.5.2, 4.1.5, 4.1.9, 4.1.10, 4.1.16, 4.3.6,
4.4.4, 4.7.7
Added: 1.2, 2.2.3, 2.4.2.2, 2.4.3, 4.3.8, Fig. 2.3
Replaced by:

2006-05

LPE2-A

Contents revised:
1, 2.1, 2.2.3 - 2.2.16, 2.4.1 - 2.4.2.2, 3.1, 3.1.7, 3.5.2, 4.1.8,
4.1.16, 4.2.4, 4.3.2, 4.3.4, 4.4.1, 4.4.6, 4.4.7.2, 4.7.4, 4.8.1,
4.8.1.1, 4.8.1.3, 4.8.1.5 - 4.8.1.7, 4.8.1.11, 5.2.1, 5.2.3, 5.3
Editorial revision:
3.3.2, 4.1.10
Added: 4.1.11.1, 4.1.11.2, 4.8.1.3.1, 4.8.1.3.2
Replaced by:

1328 765 101 - 2007-10

1
2
3
4
5

15

ZF-AS Tronic

Overview of Amendments: 1328 765 101

Index

Date of issue

Chapter

2007-09

2
3
4

1328 765 101 - 2007-10

Initiator

Remark
Contents revised:
2.2.4 - 2.2.13, 2.4.1.1, 3.1.3, 3.1.5, 3.1.7, 3.1.7.1, 3.1.7.2,
3.2.2, 4.1.7, 4.1.9, 4.2.4, 4.2.5, 4.3.1, 4.7.6, 4.9.4, 5.3
Editorial revision:
Bus-specific descriptions were removed as SB is preparing
its own THB (Technical Manual). Standardization of
descriptions: TCU, ECU, EST and System CAN, Vehicle CAN,
and Vehicle System CAN
Added:
Replaced by:

16

ZF-AS Tronic

1328 765 101 - 2007-10

Table of Contents

Brief Description of the ZF-AS Tronic

1.1

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1-3

1.2

Interfaces

1-4

.................................................

1-1

1328 765 101 - 2007-10

1-2

ZF-AS Tronic
1

Brief Description

Brief Description of the ZF-AS Tronic

ZF-AS Tronic
027530

ZF-AS Tronic mid


026809

1.1

General
The driver has the opportunity to drive the vehicle
in both semi-automatic mode and fully automatic
mode. When in semi-automatic mode, manual shifting is simplified through the use of a range selector.

The ZF-AS Tronic transmission system is a combination of an electronically-pneumatically shifted


constant mesh gearbox and an automated dry clutch.
An electronic engine control unit and CAN
communication must be in place before the
ZF-AS Tronic transmission system can be used.

When in fully automatic mode, gears are selected


and shifted by the electronic transmission control
unit, although the driver can intervene if so desired.
All system functions needed, e.g. Neutral, gear
change, clutch overload, and diagnosis information
are shown on the display.

The automated clutch (no clutch pedal) renders


clutch operation by the driver unnecessary.
The actual shift process is undertaken by the
electronic transmission control unit.

1328 765 101 - 2007-10

1-3

ZF-AS Tronic
1.2

Brief Description

Interfaces

6 9 13 2

4 15 14

10

12

16

11

17

024350

For key, see page 1-5

1328 765 101 - 2007-10

1-4

ZF-AS Tronic

Brief Description

Key
Item

Parameter

Possible interface problems in the event of non-compliance


of specified limit values

Link / Resp. HB

Mechanical interface
1

Engine

Geometry of SAE 1

Chap. 4.1.7

Torque arm

Chap. 4.1.8

Bending and torsional vibration

Chap. 4.1.11 / 12

Temperature

Chap.2 ff.

Transmission suspension

(optional)

Output

Rotational irregularity

Engaging gears / Spline / Synchronizer unit

Chap. 4.1.10

Nout max

Transmission damage, overspeed

2.2.3 ff.

Input shaft

Clutch

Chap. 4.1.8

Rotational irregularity

Engaging gears / Spline / Synchronizer unit

Chap. 4.1

Minp max, Ninp max

Bearing damage / Gear damage

Chap. 2.2 ...

Pilot bearing

Bearing damage in transm. / splitter group spline / transm. brake

Chap. 4.1.7

Release forces / Travel

Clutch plate, release bearing, quality of setting off / gear shifting

Chap. 4.1.6

Friction characteristics

Quality of setting off / gear shifting

Chap. 4.1.5

Inertia torque

Transmission brake, splitter group synchronizer unit

Chap. 4.1.5

Geometry

Collision

Chap. 4.1.6

Electronic interface
6

6a

Transmission actuator

Vehicle-CAN signal interface

Connector on vehicle

See integration FMEA

Chap. 4.4.2 ff.

Wiring

See integration FMEA

Chap. 4.1.17 / 18
Chap. 4.1.16

Accessibility

Additional costs for warranty are not reimbursed

Engine messages

See integration FMEA

ABS/EBS messages

See integration FMEA

Onboard computer /
PTO messages

See integration FMEA

Speedo messages

See integration FMEA

Display messages

See integration FMEA

Diagnosis messages

Diagnosis capability

Chap. 4.4.8

Speed range selector messages See integration FMEA


6b

ZF-CAN signal interface

CAN hardware interface

See integration FMEA

Chap. 4.4.4

Messages ZF selector lever,


ZF range selector module /
ZF extension module

See integration FMEA

Agreement
with ZF

Interface / Application /
testing

BUS use of capacity

6c

K-LINE signal interface

Diagnosis messages

Diagnosis capability

Neutral switch

Nominal voltage 24 V

Starter interlock or other vehicle functions

Chap. 3.5 ff.


Chap. 4.4.7.1

Speedometer

Tachograph

Sensor selection

Chap. 4.4.7.2

Transmission actuator

Pressure

Air pressure too low, cable cross-section too small, pneumatic


boiler too small, no non-return valve, see integration FMEA

Chap. 4.5

Clutch actuator

Air quality

Dirt results in failure

Pneumatic interface
9
10

Additional interface
11

Heat exchanger

optional

Chap. 4.2.4

Bypass valve
12

13

ZF PTO (optional)

ZF Power Take Off Units (PTOs)

Chap. 2.5.2

Connector on vehicle

Chap. 2.4.1.2 /
Chap. 2.4.2.2

Compressed air connection

Chap. 4.1.17 /
Chap. 4.5

Transmission bleeding

Oil change interval, synchronizer damage / Corrosion /


Water ingress (corrosion)

Chap. 4.3.7

Ambient condition
14

Oil

15

Corrosion protection

Chap. 4.7.3

16

Water (not fordable)

Chap. 4.1.15

17

Temperature

Chap. 4.2 ff.

1328 765 101 - 2007-10

Approved oil grades

Cooling / Water / Bearing / Spline

1-5

Chap. 4.3 ff.

1328 765 101 - 2007-10

1-6

ZF-AS Tronic

Table of Contents

Transmission System and its Components

2.1

System Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-3

2.2
2.2.1
2.2.2
2.2.3
2.2.4
2.2.5
2.2.6
2.2.7
2.2.8
2.2.9
2.2.10
2.2.11
2.2.12
2.2.13

Transmission and Shift System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Description of Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description of Shift System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Overview of Product Families . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Product Family 1: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . .
Product Family 1: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . .
Product Family 2: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . .
Product Family 2: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . .
Product Family 3: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . .
Product Family 3: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . .
Product Family 3: Technical Data 16-Speed / Direct Drive . . . . . . . . . . . . . .
Product Family 3: Technical Data 16-Speed / Overdrive . . . . . . . . . . . . . . .
Product Family 4: Technical Data 12-Speed / Direct Drive . . . . . . . . . . . . . .
Product Family 4: Technical Data 12-Speed / Overdrive . . . . . . . . . . . . . . .

2-4
2-4
2-6
2-7
2-8
2-9
2-10
2-11
2-12
2-13
2-14
2-15
2-16
2-17

2.3
2.3.1
2.3.2

Transmission Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18


Transmission Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-18
Clutch Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19

2.4
2.4.1

Peripheral Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ZF Selector Lever With Integrated E-Module and
Additional ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ZF selector lever with integrated E-module . . . . . . . . . . . . . . . . . . . . . . . . .
ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ZF Range Selector Module + ZF Extension Module . . . . . . . . . . . . . . . . . . .
ZF Range Selector Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ZF Extension Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2.4.1.1
2.4.1.2
2.4.2
2.4.2.1
2.4.2.2
2.4.3

1328 765 101 - 2007-10

2-1

2-20
2-20
2-20
2-22
2-23
2-23
2-23
2-24

ZF-AS Tronic

Table of Contents

2.5
2.5.1
2.5.1.1
2.5.1.2
2.5.1.3
2.5.1.4
2.5.1.5
2.5.1.6
2.5.1.7
2.5.1.8
2.5.2
2.5.2.1
2.5.2.2
2.5.2.3
2.5.2.4

1328 765 101 - 2007-10

Auxiliaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Mechanical Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Grade and Oil Fill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Coolant Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pneumatic Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electrical Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Communication Interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speedo Signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clutch-Dependent PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vehicle Driven PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine-Dependent PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Retrofitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2-2

2-27
2-27
2-27
2-27
2-27
2-27
2-27
2-28
2-28
2-28
2-28
2-28
2-29
2-29
2-29

ZF-AS Tronic

Transmission System and its Components

Transmission System and its Components

2.1

System Design
components and instead uses the vehicles systems
such as engine electronics with accelerator pedal (6)
and brake pedal (7), electronic brake system with
wheel speed sensors etc.

The transmission system consists of the transmission (1) and the components needed to automate
the system. The transmission actuator (2) and clutch
actuator (3) components are integrated in the
transmission. The peripheral components, i.e. the
range selector (4), rotary switch (9), display (5), and
ZF extension module (8) should also be installed in
the vehicle.

The ZF-AS Tronic is integrated in the overall vehicle


system by networking the vehicle electronics by
means of a CAN bus.
The reciprocal system dependencies this produces
must be investigated as part of a vehicle integration
FMEA.

When integrated in the vehicle system, the


ZF-AS Tronic no longer needs its own peripheral

8
1
4

D
DM

R
RM

6
7

1
2
3
4
5

Transmission
Transmission actuator
Clutch actuator
Range selector
Display

6
7
8
9

Accelerator
Brake pedal
ZF extension module
Rotary switch
027513

Fig. 2.1 ZF Standard System Design

1328 765 101 - 2007-10

2-3

ZF-AS Tronic
2.2

Transmission System and its Components

Transmission and Shift System

2.2.1 Description of Transmission


The ZF-AS Tronic family covers the following
transmission types:
ZF-AS Tronic mid (product families 1+2)
ZF-AS Tronic (product families 3+4)

The precise assignment of all transmissions to


product families and the max. permissible torques
can be found in the Annex (5.1 + 5.2).

All transmissions of the ZF-AS Tronic family consist


of a four-speed section in the 16-speed version or a
three-speed section in the 12-speed version and a
splitter group (GV) and rear-mounted range change
group (GP) in a planetary design.
The 4(3)-speed transmission section has constant
mesh engagement. Speed-matching (synchronization) is performed by the engine control unit and the
transmission brake. The splitter group and range
change group have synchromesh.
The transmissions of product families 1+2 have one
countershaft.
The transmissions of product families 3+4 have two
countershafts. This compact design (with reduced
weight) ensures a good distribution of torque, lower
gear loading levels, and therefore greater efficiency
in this performance class.

1328 765 101 - 2007-10

2-4

ZF-AS Tronic

Transmission System and its Components

Distribution of power: In constants


K1 and/or K2 to both countershafts.
K2
K1

Transmission
brake Splitter
group

3 2

4-speed
transmission

Range-change
group

014867

Fig. 2.2
Example: ZF-AS Tronic, 16-speed with 2 countershafts
Splittergroup

3-speed
transmission

K1

K2

Reverse

Range-change
group

Transmission
brake
024459_en

Fig. 2.3
Example: ZF-AS Tronic mid with one countershaft
1328 765 101 - 2007-10

2-5

ZF-AS Tronic

Transmission System and its Components

2.2.2 Description of Shift System


The shift cylinders are integrated in the transmission actuator and are actuated pneumatically.

16-speed shift system


2

g
Gpaened
1166-s

GV

3/4

1/2

GP

12-speed shift system


2

ged
sGpaen
1212-

GV

2/3

1
2
3
4
5

1/R
GP

019489 / 019490

Fig. 2.4

1328 765 101 - 2007-10

Transmission actuator
Shift cylinder for splitter group
Shift cylinder for main transmission
Shift cylinder for the range change group
Selector cylinder for main transmission

2-6

1328 765 101 - 2007-10

Input torque [Nm]

2-7

12

AS

200

400

600

800

1000

1200

1400

1600

1800

2000

10
10

TO

12

AS

AS

TD

12

0
01

0
21

TO

12

AS

AS

TD

12

0
22

AS

TO

12

0
42

1
AS

TD

12

0
42
1

0
62
12

TO

* under development

Directdrive

2400

2200

Overdrive

Key

AS

900 mm
Installation length

16
AS

TD

12

30

Product
Family 2 2
Produktfamilie

2600

2800

3000

3200

840 mm
Installation length

Product
Family 11
Produktfamilie

ZF - AS Tronic mid
1 countershaft
ZF
- AS Tronic mid

2.2.3 Overview of Product Families

AS

TO
12

0
93

AS

TD
12

0
93

21

AS

TO
12

30

AS

TD
12

0
13

12

0
33

AS

TO

910 mm
Installation length

Product Family 3
12-speed

23

AS

TD
12

30

0
53

TO
16

AS

2 countershafts

16

AS

TD
2

O
63

TO
12

953 mm
Installation
length

AS

Product Family 3
16-speed

0
23

ZF - AS Tronic

12

0
14

AS

TD
2

12

0
34

AS

TD
2

AS

TO
12

0
54

AS

TD
12

40
25

40
27

TO
12

953 mm
Installation length

Product Family 4
12-speed

AS

*
AS

TO
12

40
29

0
14

TO

028962_en

ZF-AS Tronic
Transmission System and its Components

ZF-AS Tronic

Transmission System and its Components


Max.input torque
(traction/coasting)*:

2.2.4 Product Family 1:


Technical Data 12-Speed / Direct Drive

Input speed:

max. 2 650 rpm (traction)


max. 2 800 rpm (coasting)

Oil volume:

approx. 7.8 liters

840 mm

Weight:

183 kg**

12.83 - 1.0
13.07 - 10.56

Center of gravity: Refer to installation drawing


(Section 4.1.1)

Number of forward gears:

12

Number of reverse gears:


Length:
Ratio range:

Forwards
Reverse

1 000 Nm / 700 Nm1)

* Approximate value: Depends on type of vehicle and vehicle data as well as the prevailing operating conditions.
** Without peripherals, oil fill, PTOs, clutch, release fork, release shaft, release bearing, push rod, and clutch actuator.
Weight: Release fork, release shaft, release bearing, push rod, and clutch actuator approx. 10 kg.
1) Higher torque upon request.

12-speed / direct drive

Powerflow diagram

KI
Gear
1.

Ratio
i

Gear ratio step

12.834

Inertia torque 1)
kgm2

10.369

0.062

0.086

0.067

0.093

0.078

0.109

0.083

0.118

0.120

0.174

10

0.205

11

1.291
3.

8.029
1.238

4.

6.487
1.253

5.

5.176
1.238

6.

4.182
1.363

7.

3.069
1.238

8.

2.480
1.291

9.

1.920
1.238

10.

1.551
1.253

11.

1.238
1.000

R1

13.072

0.304

10.561

0.086
0.059
0.081

PL
PTO

R1

0.062
1.238

R2
N K1
N K2

12

1.238
12.

2 1

Gear

1.238
2.

3
KII

R2
PTO-K1

1) Values relate to input end.

PTO-K2
019425

1328 765 101 - 2007-10

2-8

ZF-AS Tronic

Transmission System and its Components


max. input torque
(traction/coasting)*:

2.2.5 Product Family 1:


Technical Data 12-Speed / Overdrive

Input speed:

max. 2 650 rpm (traction)


max. 2 800 rpm (coasting)

Oil volume:

approx. 7.8 liters

840 mm

Weight:

183 kg**

Number of forward gears:

12

Number of reverse gears:


Length:
Ratio range:

Forwards
Reverse

1 000 - 1 200 Nm / 840 Nm1)

10.37 - 0.81
10.56 - 8.58

Center of gravity: Refer to installation drawing


(Section 4.1.1)

* Approximate value: Depends on type of vehicle and vehicle data as well as the prevailing operating conditions.
** Without peripherals, oil fill, PTOs, clutch, release fork, release shaft, release bearing, push rod, and clutch actuator.
Weight: Release fork, release shaft, release bearing, push rod, and clutch actuator approx. 10 kg.
1) Higher torque upon request.

12-speed / overdrive

Powerflow diagram

3
KI
Gear
1.

Ratio
i

Gear ratio step

10.369

Inertia torque 1)
kgm2

8.428

0.084

0.108

0.091

0.118

0.107

0.143

1.299
3.

6.487
1.230

4.

5.273
1.261

5.

4.182
1.230

6.

3.399

7.

2.480

8.

2.015

9.

1.551

10.

1.261

11.

1.000

12.

0.813

0.437

R1

10.561

0.084

R2
N K1
N K2

8.584

1.371

PL
PTO

0.116
1.230

0.156

1.299
0.172
1.230

10

0.241

11

1.261
0.302

12

1.230

R1

1.230

Gear

1.230
2.

KII

2 1

0.107
0.105
0.075

R2
PTO-K1

1) Values relate to input end.

PTO-K2
019426

1328 765 101 - 2007-10

2-9

ZF-AS Tronic

Transmission System and its Components

2.2.6 Product Family 2:


Technical Data 12-Speed / Direct Drive

max. 2 650 rpm (traction)


max. 2 800 rpm (coasting)

Oil volume:

approx. 9.3 liters

900 (910) mm

Weight:

201 kg**

12.83 - 1.0
13.07 - 10.56

Center of gravity: Refer to installation drawing


(Section 4.1.1)

12

Number of reverse gears:


Length:
Forwards
Reverse

1 200 - 1 400 Nm / 980 Nm1)

Input speed:
Number of forward gears:

Ratio range:

max. input torque


(traction/coasting)*:

* Approximate value: Depends on type of vehicle and vehicle data as well as the prevailing operating conditions.
** Without peripherals, oil fill, PTOs, clutch, release fork, release shaft, release bearing, push rod, and clutch actuator.
Weight: Release fork, release shaft, release bearing, push rod, and clutch actuator approx. 10 kg.
1) Higher torque upon request.

12-speed / direct drive

Powerflow diagram

KI
Gear
1.

Ratio
i

Gear ratio step

12.834

Inertia torque 1)
kgm2

10.369

0.072

0.101

0.077

0.108

0.089

0.126

0.094

0.134

0.132

0.193

10

0.221

11

1.291
3.

8.029
1.238

4.

6.487
1.259

5.

5.176
1.238

6.

4.182
1.363

7.

3.069
1.238

8.

2.480
1.291

9.

1.920
1.238

10.

1.551
1.253

11.

1.238
1.238

12.

1.000

R1

13.072

0.329
0.072
1.238

R2
N K1
N K2

10.561

0.100
0.069
0.096

2 1

PL
PTO

Gear

1.238
2.

3
KII

12
R1
R2
PTO-K1

1) Values relate to input end.

PTO-K2
019425

1328 765 101 - 2007-10

2-10

ZF-AS Tronic

Transmission System and its Components

2.2.7 Product Family 2:


Technical Data 12-Speed / Overdrive

max. 2 650 rpm (traction)


max. 2 800 rpm (coasting)

Oil volume:

approx. 9.3 liters

900 (910) mm

Weight:

201 kg**

12

Number of reverse gears:


Length:
Forwards
Reverse

1 400 - 1 600 Nm / 1 120 Nm1)

Input speed:
Number of forward gears:

Ratio range:

max. input torque


(traction/coasting)*:

10.37 - 0.81
10.56 - 8.58

Center of gravity: Refer to installation drawing


(Section 4.1.1)

* Approximate value: Depends on type of vehicle and vehicle data as well as the prevailing operating conditions.
** Without peripherals, oil fill, PTOs, clutch, release fork, release shaft, release bearing, push rod, and clutch actuator.
Weight: Release fork, release shaft, release bearing, push rod, and clutch actuator approx. 10 kg.
1) Higher torque upon request.

12-speed / overdrive

Powerflow diagram

3
KI
Gear
1.

Ratio
i

Gear ratio step

10.369

Inertia torque 1)
kgm2

8.428

0.098

0.127

0.106

0.138

0.123

0.165

0.131

0.177

1.299
3.

6.487
1.230

4.

5,273
1.261

5.

4.182
1.230

6.

3.399

7.

2.480

1.371
1.230
8.

2.015

9.

1.551

1.299

1.261

0.266

10

0.326

11

1.261
11.

1.000

12.

0.813

R1

10.561

0.473

R1

0.098
1.230

8.584

0.126
0.124
0.087

PTO

12

1.230

R2
N K1
N K2

PL

0.190
1.230

10.

Gear

1.230
2.

KII

2 1

R2
PTO-K1

1) Values relate to input end.

PTO-K2
019426

1328 765 101 - 2007-10

2-11

ZF-AS Tronic

Transmission System and its Components

2.2.8 Product Family 3:


Technical Data 12-Speed / Direct Drive

max. 2 500 rpm (traction)


max. 2 800 rpm (coasting)

Oil volume:

approx. 12 liters

910 mm

Weight:

242 kg**

15.86 - 1.0
14.68 - 11.41

Center of gravity: Refer to installation drawing


(Section 4.1.1)

12

Number of reverse gears:


Length:
Forwards
Reverse

1 600 - 2 300 Nm

Input speed:
Number of forward gears:

Ratio range:

max. input torque


(traction/coasting)*:

* Approximate value: Depends on type of vehicle and vehicle data as well as the prevailing operating conditions.
** Without peripherals, oil fill, PTOs, Intarder, clutch, release fork, release shaft, release bearing, push rod, and clutch actuator.
Weight: Release fork, release shaft, release bearing, push rod, and clutch actuator approx. 10 kg.

12-speed / direct drive

Powerflow diagram

KI

KII
3

21

PTO

R
PL

Gear
1.

Ratio
i

Gear ratio step

15.858

Inertia torque 1)
kgm2

Gear

0.092

0.143

0.096

1.287
2.

12.326
1.289

3.

9.565
1.287

4.

7.435

0.150
1.266

5.

5.873

0.106

0.167

0.112

0.176

0.151

0.241

10

0.252

11

0.409

12
R1

1.287
6.

4.565
1.314

7.

3.474
1.287

8.

2.700

9.

2.095

10.

1.629

11.

1.287

12.

1.000

R1

14.683

R2
N K1
N K2

11.413

1.289
1.287
1.266
1.287

1.287

0.090
0.140

R2
PTO-K1

1) Values relate to input end.

1328 765 101 - 2007-10

2-12

018742

ZF-AS Tronic

Transmission System and its Components

2.2.9 Product Family 3:


Technical Data 12-Speed / Overdrive

max. 2 500 rpm (traction)


max. 2 800 rpm (coasting)

Output speed:

max. 3 200 rpm (coasting)

910 mm

Oil volume:

approx. 12 liters

12.33 - 0.78
11.41 - 8.88

Weight:

240 kg**

12

Number of reverse gears:


Length:
Forwards
Reverse

1 900 -2 500 Nm

Input speed:
Number of forward gears:

Ratio range:

max. input torque


(traction/coasting)*:

Center of gravity: Refer to install. drawing (Sec. 4.1.1)

* Approximate value: Depends on type of vehicle and vehicle data as well as the prevailing operating conditions.
** Without peripherals, oil fill, PTOs, Intarder, clutch, release fork, release shaft, release bearing, push rod, and clutch actuator.
Weight: Release fork, release shaft, release bearing, push rod, and clutch actuator approx. 10 kg.

12-speed / overdrive

Powerflow diagram

KI

KII
3

21

PTO
PL

Gear
1.

Ratio
i

Gear ratio step

12.326

Inertia torque 1)
kgm2

Gear

0.118

0.186

0.123

0.195

0.137

0.218

0.155

0.247

0.225

0.362

10

0.406

11

0.662

12

1.285
2.

9.590
1.290

3.

7.435
1.285

4.

5.784
1.267

5.

4.565
1.285

6.

3.552
1.316

7.

2.700
1.285

8.

2.101
1.290

9.

1.629
1.285

10.

1.267
1.267

11.

1.000
1.285

12.

0.778

R1

11.413

R1
1.285

R2
N K1
N K2

8.880

0.181
0.115

R2
PTO-K1

1) Values relate to input end.

1328 765 101 - 2007-10

2-13

018741

ZF-AS Tronic

Transmission System and its Components

2.2.10 Product Family 3:


Technical Data 16-Speed / Direct Drive

max. 2 500 rpm (traction)


max. 2 800 rpm (coasting)

Oil volume:

approx. 13 liters

953 mm

Weight:

255 kg**

17.03 - 1.0
15.77 - 13.07

Center of gravity: Refer to installation drawing


(Section 4.1.1)

16

Number of reverse gears:


Length:
Forwards
Reverse

2 200 Nm

Input speed:
Number of forward gears:

Ratio range:

max. input torque


(traction/coasting)*:

* Approximate value: Depends on type of vehicle and vehicle data as well as the prevailing operating conditions.
** Without peripherals, oil fill, PTOs, Intarder, clutch, release fork, release shaft, release bearing, push rod, and clutch actuator.
Weight: Release fork, release shaft, release bearing, push rod, and clutch actuator approx. 10 kg.

16-speed / direct drive

Powerflow diagram
KI

KII
4

32

1R

PTO
PL

Gear
1.

Ratio
i

Gear ratio step

17.029

Inertia torque 1)
kgm2

Gear

0.100

0.139

0.102

0.143

0.107

0.149

0.115

0.162

0.120

0.169

10

0.146

11

0.207

12

0.201

13

0.287

14

0.309

15

0.443

16

1.206
2.

14.120
1.227

3.

11.504
1.206

4.

9.539
1.213

5.

7.864
1.206

6.

6.521
1.184

7.

5.506
1.206

8.

4.565
1.224

9.

3.730
1.206

10.

3.093
1.227

11.

2.520
1.206

12.

2.089
1.213

13.

1.723
1.206

14.

1.428
1.184

15.

1.206
1.206

16.

1.00

R1

15.768

R2
N K1
N K2

13.074

R1

1.206

0.098
0.137

R2
PTO-K1

1) Values relate to input end.


1328 765 101 - 2007-10

2-14

014282

ZF-AS Tronic

Transmission System and its Components

2.2.11 Product Family 3:


Technical Data 16-Speed / Overdrive

max. 2 500 rpm (traction)


max. 2 800 rpm (coasting)

Output speed:

max. 3 200 rpm (coasting)

953 mm

Oil volume:

approx. 13 liters

14.12 - 0.83
13.07 - 10.81

Weight:

252 kg**

16

Number of reverse gears:


Length:
Forwards
Reverse

2 600 Nm

Input speed:
Number of forward gears:

Ratio range:

max. input torque


(traction/coasting)*:

Center of gravity: Refer to install. drawing (Sec. 4.1.1)

* Approximate value: Depends on type of vehicle and vehicle data as well as the prevailing operating conditions.
** Without peripherals, oil fill, PTOs, Intarder, clutch, release fork, release shaft, release bearing, push rod, and clutch actuator.
Weight: Release fork, release shaft, release bearing, push rod, and clutch actuator approx. 10 kg.

16-speed / overdrive

Powerflow diagram
KI

KII
4

1R

PTO
PL

Gear
1.

Ratio
i

Gear ratio step

14.120

Inertia torque 1)
kgm2

Gear

0.123

0.174

0.126

0.178

0.133

0.188

0.145

0.206

0.152

0.217

10

0.191

11

0.272

12

0.270

13

0.389

14

0.427

15

0.617

16

1.209
2.

11.677
1.224

3.

9.539
1.209

4.

7.889
1.210

5.

6.521
1.209

6.

5.393
1.181

7.

4.565
1.209

8.

3.776
1.221

9.

3.093
1.209

10.

2.558
1.224

11.

2.089
1.209

12.

1.728
1.210

13.

1.428
1.209

14.

1.181
1.181

15.

1.000
1.209

16.

0.827

R1

13.074

R1
1.209

R2
N K1
N K2

10.812

R2
0.170
0.120

PTO-K1

1) Values relate to input end.


1328 765 101 - 2007-10

2-15

014283

ZF-AS Tronic

Transmission System and its Components

2.2.12 Product Family 4:


Technical Data 12-Speed / Direct Drive

max. 2 500 rpm (traction)


max. 2 800 rpm (coasting)

Oil volume:

approx. 13 liters

953 mm

Weight:

256 kg**

15.86 - 1.0
14.68 - 11.38

Center of gravity: Refer to installation drawing


(Section 4.1.1)

12

Number of reverse gears:


Length:
Forwards
Reverse

2 100 - 2 500 Nm

Input speed:
Number of forward gears:

Ratio range:

max. input torque


(traction/coasting)*:

* Approximate value: Depends on type of vehicle and vehicle data as well as the prevailing operating conditions.
** Without peripherals, oil fill, PTOs, Intarder, clutch, release fork, release shaft, release bearing, push rod, and clutch actuator.
Weight: Release fork, release shaft, release bearing, push rod, and clutch actuator approx. 10 kg.

12-speed / direct drive

Powerflow diagram

KI

KII
3

21

PTO

R
PL

Gear
1.

Ratio
i

Gear ratio step

15.858

Inertia torque 1)
kgm2

Gear

0.100

0.158

0.104

0.163

0.112

0.177

0.127

0.202

0.177

0.286

10

0.306

11

0.501

12
R1

1.290
2.

12.292
1.285

3.

9.565
1.290

4.

7.414
1.259

5.

5.890
1.290

6.

4.565
1.314

7.

3.474
1.290

8.

2.693
1.285

9.

2.095
1.290

10.

1.624

11.

1.290

12.

1.000

R1

14.680

R2
N K1
N K2

11.380

1.259
1.290

1.287

0.099
0.155

R2
PTO-K1

1) Values relate to input end.

1328 765 101 - 2007-10

2-16

018740

ZF-AS Tronic

Transmission System and its Components

2.2.13 Product Family 4:


Technical Data 12-Speed / Overdrive

max. 2 500 rpm (traction)


max. 2 800 rpm (coasting)

Output speed:

max. 3 200 rpm (coasting)

953 mm

Oil volume:

approx. 13 liters

12.29 - 0.78
11.38 - 8.88

Weight:

252 kg**

12

Number of reverse gears:


Length:
Forwards
Reverse

2 500 - 2 700 Nm

Input speed:
Number of forward gears:

Ratio range:

max. input torque


(traction/coasting)*:

Center of gravity: Refer to install. drawing (Sec. 4.1.1)

* Approximate value: Depends on type of vehicle and vehicle data as well as the prevailing operating conditions.
** Without peripherals, oil fill, PTOs, Intarder, clutch, release fork, release shaft, release bearing, push rod, and clutch actuator.
Weight: Release fork, release shaft, release bearing, push rod, and clutch actuator approx. 10 kg.

12-speed / overdrive

Powerflow diagram

KI

KII
3

21

PTO

R
PL

Gear
1.

Ratio
i

Gear ratio step

12.292

Inertia torque 1)
kgm2

Gear

0.132

0.207

0.137

0.216

0.151

0.240

0.176

0.281

0.260

0.418

10

0.475

11

0.771

12

1.282
2.

9.590
1.293

3.

7.414
1.282

4.

5.784
1.267

5.

4.565
1.282

6.

3.562
1.323

7.

2.693
1.282

8.

2.101
1.294

9.

1.624
1.282

10.

1.267
1.267

11.

1.000
1.282

12.

0.780

R1

11.380

R1
1.285

R2
N K1
N K2

8.880

R2
0.202
0.129

PTO-K1

1) Values relate to input end.

1328 765 101 - 2007-10

2-17

018743

ZF-AS Tronic
2.3

Transmission System and its Components

Transmission Components

2.3.1 Transmission Actuator


All functions needed for open loop/closed loop
transmission control can be found in the transmission actuator. It has a mechanical, electrical, and
pneumatic interface and is integrated in the transmission housing in a space saving manner.

The integrated transmission electronics


contain all functions needed for open loop /
closed loop transmission and clutch control.

The electropneumatic valves control the shift


cylinder and transmission brake.

The pneumatic shift cylinders actuate the


mechanical shift elements in the
transmission.

Integrated
transmission electronics

The sensors record


- the current position of all shift cylinders
- the transmission input speed
- the transmission temperature
- the level of air pressure available.

The vehicle end connector is the electrical


interface to the vehicle CAN system network,
the interface to the display, range selector,
power supply, diagnosis units, etc.

The transmission electronics are integrated in


the housing cover. The diagram (Fig. 2.5, on
right) shows the transmission actuator with
open housing cover.

Pneumatic connections are provided by the


corresponding connection channels electric
connections by short connection cables.

Compressed air
connection and
pressure relief valve

Valves
Shifting
Selecting
Transmission
brake
Splitter group
Range-change
group
Central air

Connector on
transmission

Connector on
vehicle

Sensors
Travel
Temperature
Speed
Pressure

Shift cylinder
Splitter group
Range-change group
Main transmission
(shifting, selecting)

014869 / 010834

Fig. 2.5

1328 765 101 - 2007-10

2-18

ZF-AS Tronic

Transmission System and its Components

2.3.2 Clutch Actuator

024474

Fig. 2.6

The clutch actuator is flange-mounted on the integrated clutch bell housing of the transmission. The
clutch is actuated by the clutch actuator, which in
turn is actuated by the electronics in the transmission actuator.
Clutch actuator and transmission actuator are
connected (electrically) by the wiring harness
integrated in the clutch actuator and the relevant
transmission actuator connector (transmission end
connector).
In addition to the pneumatic actuation piston
responsible for the clutch release, the following
components are integrated in the clutch actuator:
Two cyclic valves are used each for opening and
closing the clutch, whereby both valves have rearmounted orifices of different diameters.

The position of the pneumatic piston and therefore


the clutch is recorded by a travel sensor. An electronics module in the clutch actuator provides the
sensor signal for the transmission control unit.
The clutch can be engaged in a very finely metered
manner for sensitive setting off and maneuvering.
For very quick clutch actuations, if necessary, the
opening and closing times and/or cycle frequencies
can be varied to ensure adjustment speeds appropriate
for the situation.
During every starting procedure, the present clutch
initial contact point is learnt in and stored in the
transmission actuator for use at a later date (clutch
control). This learning in procedure ensures that up
to date information about the wear status of the
clutch lining is available to the control software at all
times.
The driver is warned in good time before the clutch
is fully worn.

1328 765 101 - 2007-10

2-19

ZF-AS Tronic
2.4

Transmission System and its Components

Peripheral Components

2.4.1 ZF Selector Lever With Integrated E-Module and Additional ZF Extension Module

Additional interfaces for


ZF-AS Tronic

ZF Selector Lever

ZF extension module

ZF-CAN
ZF-AS Tronic
transmission electronics

027514

Fig. 2.7

2.4.1.1 ZF selector lever with integrated E-module

A/M Changeover
+

+
S
DM
D
N
R
RM

Upshift
Cumulative
Upshift
=
=
=
=
=
=

A = Automatic

M = Manual

Downshift

Cumulative
Downshift

Search function*
Maneuver forwards
Drive (forwards, automatic or manual)
Neutral
Reverse
Maneuver in reverse

* If the S position (search function) is selected during manual operation and the engine brakes are not activated, the transmission shifts into the ECO gear (low engine speed).
If the S position (search function) is selected with the engine brake actuated, the transmission shifts into
POWER gear (high engine speed).
024451, 023867

Fig. 2.8

1328 765 101 - 2007-10

2-20

ZF-AS Tronic
As a further range selector variant, the new ZF
selector lever with integrated E-module can be used
for the ZF-AS Tronic system. This range selector
contains the electronics (E-module) needed for
recording, transfer, and activation:

Transmission System and its Components


Input: low active
Vin_low < 3,0 V, Impedance: > 1 k
(pull-up onVP)
Output: high active

Selector lever (cpl.)


Part number:
6006 039 005
Drawing number: 6006 639 002
Rotary switch (cpl.)
Part number:
6006 199 080
Drawing number: 6006 629 032
The range selector is the control element for:
Selecting the driving range,
Selecting the gear,
Activating / Deactivating automatic mode,
Selecting the search function.
The positions of the lever-type range selector are
recorded using a sensor matrix and converted into
CAN signals by the electronics in the range selector.
In addition to recording the drivers request, an
input and an output signal can also be connected to
the range selector. The definition of the components
connected to the input or output as well as their
wiring should if necessary be established in agreement with ZF.
If the range selector output is used to activate a
component, then the ground / earth connection of
this component MUST be routed back to the range
selector. The definitions of the corresponding
implementations must be agreed upon with ZF.

Vin_high > 8,0 V, Impedance: > 150 k


(pull-down on VM)
The following limit values are to be observed for the
wiring of the digital outputs:
Total current (sum of all ADs):
730 mA
Maximum current per output (AD): 600 mA
Maximum extinction energy:
15 mJ

A valid inductive-load reference value may be:


Lmanufacturer = Specified inductance value of manufacturer or measured value [mH]
IL
= Rated current [A]
RL
= Rated resistance []
The approximate inductive-load limit value referred
to the maximally permitted extinction energy can be
determined as follows:
Lmanufacturer <

15 mJ
I 2L

and
Lmanufacturer < 0,026 R2L
(If necessary, four more outputs can be depicted on
the lever-type range selector applications for
implementation can be clarified on request.)
NOTE
The cover (hood) do not fall within the standard ZF
scope of supply. Customer-specific parts should be
ordered separately.
More details of the lever-type and rotary switch
can be found in the installation drawings.

1328 765 101 - 2007-10

2-21

ZF-AS Tronic

Transmission System and its Components

2.4.1.2 ZF Extension Module


The extension module serves to extend the I/O scope
of a transmission control unit. The module and
transmission control unit communicate through a
CAN interface. Outputs can be served by the
transmission control unit (TCU) via the CAN interface. Consumers which are connected to one of the
ground/earth switching outputs can, in the event of
an error, be deactivated by the central deactivation
channel (two pins).
Input signals are recorded and are then made
available for the TCU via CAN communication.
These are e.g. PTO request, PTO confirmation
signal, or the door signal.
Outputs, whose software functions can be assigned,
are also activated, e.g. activate Neutral in transmission or PTO1/2.
If an earth/ground-switching output of the extension
module is used to activate a component (e. g. PTO),
the component must be attributed to the VPS output.
The definitions of the corresponding implementations must be agreed upon with ZF.
Part number:
Drawing number:

6041 322 047


6041 622 026

More data on the ZF extension module can be found


in the installation drawing and technical customer
information no. 6041 722 041.

1328 765 101 - 2007-10

2-22

ZF-AS Tronic
2.4.2

Transmission System and its Components

ZF Range Selector Module + ZF Extension Module

Additional interfaces
for ZF-AS Tronic

ZF range selector module

ZF extension module

ZF-CAN
ZF-AS Tronic
transmission electronics

024472

Fig. 2.9

2.4.2.1 ZF Range Selector Module

2.4.2.2 ZF Extension Module

The range selector module is used to record range


selector signals from the customers controls and/or
to extend the I/O scope of a transmission control
unit. The module and transmission control unit communicate through a CAN interface.

The module is identical to the extension module


described in Section 2.4.1.2.

The signals are permanently assigned to inputs and


outputs.
Item number:
Drawing number:

1328 765 101 - 2007-10

6041 322 044


6041 622 026

2-23

ZF-AS Tronic

Transmission System and its Components


drawing no. 0501 211 422

2.4.3 Display

The display shows operating displays, warning information, and system errors. The display communicated
with the transmission electronics via a ZF-specific interface. The display can if necessary be replaced by a
vehicle manufacturers interface-compatible display device.
OPERATING DISPLAYS
Display

Description
System self-check (with ignition ON)

024367

Drive maneuvering

024368

Transmission in Neutral

024369

PTO
- Arrow pointing upwards means PTO 1 is activated.
- PN means PTO (P) activated and transmission is in Neutral (N).
024370

PTO
- Arrows pointing upwards and downwards means PTOs 1 and 2 are activated.
- P1 means PTO activated and 1st gear engaged in transmission.
024371

Reverse gear high engaged

024445

Reverse gear low engaged

024444

Reverse maneuvering

024373

Manual operations
4th gear is engaged in the transmission.
024374

1328 765 101 - 2007-10

2-24

ZF-AS Tronic

Transmission System and its Components

Gearshift recommendation in manual operations.


- 2 bars and downwards pointing arrow mean downshift option of up to 2 gears.
- 5 means 5th gear is engaged.
024375

Automatic operation is shown in display by 4 bars with 2 arrows.


(3rd gear engaged in transmission)
024376

WARNING INFORMATION
Display

Description
AL = Airless
Insufficient air pressure

024377

CC = Clutch check
Clutch position cannot be learnt.
024378

CL = Clutch
Clutch overloaded.
Select lower gear.
024379

CW = Clutch wear
Clutch worn.
024380

EE = Electronic error
Appears if communication between the display and transmission electronics is interrupted.
024381

FP = Accelerator pedal
Remove foot from accelerator.
024383

HT = High temperature
Excess transmission temperature.
024384

TC = Transmission check
Transmission positions cannot be learnt.
024386

1328 765 101 - 2007-10

2-25

ZF-AS Tronic

Transmission System and its Components

SYSTEM ERROR
Display

Description
System error !
Restricted further travel possible.

024387

S
T
O
P

System error STOP!


Stop !
Further travel not possible.

024388

Error number display


Example: Error no.: 53
024473

Example: Error no.: 168


If 4 bars are displayed in addition to the number shown, this means: Error no. + 100.
024390

Example: Error no. 227


If 4 bars and 2 arrows are displayed in addition to the number shown, this means:
Error no. + 200
024391

1328 765 101 - 2007-10

2-26

ZF-AS Tronic
2.5

Transmission System and its Components


More information can be found in the ZF-Intarder
technical manual order no. 6085 765 104.

Auxiliaries

2.5.1 Intarder
The Intarder is a hydrodynamic and therefore zerowear transmission brake. Transmission of product
families 3 and 4 can be supplied with a ZF-Intarder.
The ZF-Intarder is not available for product families
1 and 2.

2.5.1.3 Oil Grade and Oil Fill

2.5.1.1 General

The ZF-AS Tronic with integrated Intarder may only


be filled with the oils approved in List of Lubricants
TE-ML 02.

The Intarder and ZF-AS Tronic transmission share a


common oil supply. The therefore increased oil volumes can be found in the Intarder technical manual
(order no. 6085 765 104).

An overview of the system concept, structure,


function, operating elements, function variants,
periphery and safety functions, as well as installation and diagnosis information can be found in
technical manual (order no. 6085 765 104).

List of Lubricants TE-ML 02 (refer to Section 4.3)


provides information about the precise oil
specification as well as the oil change intervals.

A separate technical manual is available for


the ZF-Intarder (order no. 6085 765 104 /
CD 6085 766 104).

2.5.1.4 Coolant Connection


An oil-water heat exchanger is fitted to the Intarder.
This has to be included in the engine cooling water
circuit.

2.5.1.2 Mechanical Interface


The Intarder is integrated in the ZF-AS Tronic
transmission. The Intarder can only be retrofitted by
converting the transmission. At the point of ordering
the ZF-AS Tronic transmission, a decision must
therefore be made regarding the additional delivery
of an Intarder.
The installation of the SAE 1 flange in relation to the
output flange is the same as with the ZF-AS Tronic
without Intarder attachment.
The installation position of the transmission can
be found in the standard installation drawings
(refer to Section 4.1.1).

More information can be found in the ZF-Intarder


technical manual order no. 6085 765 104.

2.5.1.5 Pneumatic Interface


The air connection for the ZF-Intarder may either be
provided via the air reservoir of the ZF-AS Tronic
transmission (refer to Section 4.5) or via a separate
connection on the air reservoir for auxiliary
consumers.
Refer to information provided in the ZF-Intarder
technical manual order no. 6085 765 104.

Electronics supplied with the Intarder are housed in


the dry area of the vehicle (e.g. drivers cab).

1328 765 101 - 2007-10

2-27

ZF-AS Tronic

Transmission System and its Components

2.5.1.6 Electrical Interface

2.5.2

The Intarder has an electrical interface to the


vehicle wiring. There is no direct electrical connection to the ZF-AS Tronic.

2.5.2.1 Clutch-Dependent PTOs

The circuit diagrams and wiring diagrams for the


various Intarder systems can be found in the
ZF-Intarder technical manual no. 6085 765 104.

2.5.1.7 Communication Interface


The Intarder electronics contain a CAN-interface in
accordance with SAE J 1939. This interface is used
for the exchange of signals with other systemcompatible vehicle electronics.
The signal contents and signal specification should
be agreed with ZF Friedrichshafen AG.

2.5.1.8 Speedo Signal


When using the Intarder, ensure the use of speedo
signals corresponding to the instructions provided
in the ZF-Intarder technical manual order no.
6085 765 104.

PTOs

Clutch-dependent ZF-PTOs can be used for many


different operations. The PTOs can either be fitted
in the factory and supplied with the ZF-AS Tronic
or retrofitted onto the ZF-AS Tronic. The PTOs are
either available with output flange or for pump
attachment.
It should be noted that the control unit for
engageable PTOs is integrated in the ZF-AS Tronic
electrical system and has to be released via software
configuration (ZF-AS Tronic and if necessary,
vehicle computer).
The PTO ratio should be selected so that the engine
speed during PTO operations under load is at least
800 rpm. Engine vibrations or resonances during
PTO operations should be observed in accordance
with Section 4.1.
ZF-AS Tronic has two software configurations for
different application scenarios:
Stationary mode.
Gears cannot be selected.
PTOs can only be used at a standstill.
Stationary/Mobile mode.
Gears can only be selected at a standstill.
Travel possible with PTO engaged in the setting
off gears authorized for this purpose.
An overview of the ZF-PTOs available in terms of
permissible torque and the speeds which can be
reached can be found on the type plates, order
no. 1336 757 151 (product families 1+2) and
1328 757 152 (product families 3+4).

1328 765 101 - 2007-10

2-28

ZF-AS Tronic

Transmission System and its Components

2.5.2.2 Vehicle Driven PTOs


The vehicle driven PTO can be used to drive a ZF
emergency steering pump or a 2nd steering circuit.
There are various versions of vehicle driven PTOs.
Drive-dependent PTO

ZF-AS Tronic without ZF-Intarder


(product families 1 - 4)

ZF-AS Tronic with ZF-Intarder


(product families 3 + 4)

Integration

Additional attachment

PTO integrated in Intarder housing

Retrofitting

possible

not possible

The speeds of these PTOs depend on the output


speed of the ZF-AS Tronic.
The drive-dependent PTOs can be fitted in addition
to all clutch-dependent PTOs.
More information on this PTO can be found on
the type sheets, page no. 1336 757 151 (product
families 1+2) and 1328 757 152 (product families
3+4).

2.5.2.3 Engine-Dependent PTOs


Engine-dependent PTOs for the ZF-AS Tronic are
not available from ZF.

2.5.2.4 Retrofitting
ZF-PTOs can be retrofitted on the ZF-AS Tronic.
Please observe installation instruction
6090 754 140 (product families 3+4) or
6090 754 150 (product families 1+2) and the OEMspecific connection and programming instructions
6090 754 ...

1328 765 101 - 2007-10

2-29

1328 765 101 - 2007-10

2-30

ZF-AS Tronic

1328 765 101 - 2007-10

Table of Contents

Description of Function

3.1
3.1.1
3.1.2
3.1.2.1
3.1.2.2
3.1.2.3
3.1.3
3.1.4
3.1.4.1
3.1.4.2
3.1.5
3.1.6
3.1.6.1
3.1.6.2
3.1.7
3.1.7.1
3.1.7.2
3.1.8

Basic Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Shift Engagement Characteristics / Ignition On . . . . . . . . . . . . . . . . . . . . . .
Gear Selection With Vehicle Stationary . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Shifting from Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Shifting From One Gear to Another . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Shifting to Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Gear Selection during Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Upshifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Downshifts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Protective Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Protection Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clutch Overload Protection (also refer to Section 4.8.1.3) . . . . . . . . . . . . . .
Control of PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTO Activation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTO Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ignition Off . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-3
3-4
3-4
3-4
3-4
3-4
3-5
3-7
3-7
3-8
3-8
3-10
3-10
3-10
3-11
3-11
3-12
3-12

3.2
3.2.1
3.2.2
3.2.3
3.2.4

Automatic Drive Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Activating Automatic Drive Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Selection of Setting Off Gear . . . . . . . . . . . . . . . . . . . . . . . . . . .
Automatic Gear Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Deactivating Automatic Drive Program . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-13
3-14
3-14
3-14
3-16

3.3
3.3.1
3.3.2
3.3.3
3.3.4
3.3.5
3.3.6

ZF-AS Tronic Malfunction Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Analyses Undertaken . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clutch Actuator Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transmission Control Unit Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Interface Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Driving Modes Investigated . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-17
3-17
3-17
3-18
3-18
3-19
3-19

3-1

ZF-AS Tronic

1328 765 101 - 2007-10

Table of Contents

3.4

Error Responses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-20

3.5
3.5.1
3.5.2
3.5.3

Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Error Memory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
On-Board Diagnosis (When Using the ZF Selector Lever) . . . . . . . . . . . . . .
Off-Board Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3-2

3-21
3-21
3-21
3-21

ZF-AS Tronic
3

Function Description

Function Description

The function of the ZF-AS Tronic transmission system is sub-divided into two key blocks; the basic function
and the automatic drive program.

Basic function
CANinterface
receiving
converting
sending

Automatic drive program

Function
software

Signal
processing

shift process
clutch
diagnosis
actuator
activation
boot software
operating system

Activating
operating
mode

Operating modes

Help functions

Velicle CAN

028963_en

Fig. 3.1 Function structure

3.1

Basic Function
Detailed descriptions of the signals can if
necessary be found in signal specification ZF
no. 1328 761 005.

The basic function ensures that the ZF-AS Tronic


and the pneumatically activated clutch are operated
in the relevant operating / drive situations. Amongst
other things, this includes selecting gear, setting off,
maneuvering, and gear shifting.

In the standard application of the ZF-AS Tronic


transmission system, data is exchanged via another
CAN interface to ZF components (such as e.g. ZF
selector lever, extension module, range selector
module) for recording range selector information
and also for activating PTOs. This CAN bus connection is operated separately from the vehicle CAN.

The basic function includes the recording of all


signals needed for the function. These are signals
from sensors, such as travel, speed as well as
pressure and temperature sensors, which are fitted
on and in the transmission. Further function-relevant information is exchanged between the vehicle's
electronic systems and the transmission control unit
(TCU) via the vehicle CAN (Control Area Network).

1328 765 101 - 2007-10

A good diagnosis concept is needed to handle the


large number of signals makes. Sections 3.4 and 3.5.
contain descriptions of this.

3-3

ZF-AS Tronic

Function Description

3.1.1 Shift Engagement Characteristics /


Ignition On

3.1.2

Gear Selection With Vehicle Stationary

In general during standstill shifts, the transmission


control unit specifies zero filling, i.e. load reduction
to the engine control unit.
A distinction is made between three different shifts.

When the ignition is switched on, the sensor and


control elements, valves, actuator cylinders etc. are
checked for errors (e.g. short circuit, interrupt, main
transmission in Neutral, plausibility in accordance
with specification). During this ignition on and/or
check phase, the transmission and clutch-related
sensor values are acquired by the system.

3.1.2.1 Shifting from Neutral


When shifting from Neutral, the clutch is opened
and the splitter group, range change group, and gate
are shifted in parallel into their nominal positions.
The transmission brake is used to reduce the
transmission input speed and then the main
transmission activated.

This learn-in procedure can only start if there


are no errors on the clutch actuator and Neutral is
successfully learnt in via the transmission sensors.
During the learning in procedure, the main points
of the clutch actuators adjustment range must be
determined and saved. The clutch actuator needs
these points (once determined) during travel,
depending on the relevant drive situation. The
absolute position of these points depends on the
stretch and tolerances of the mechanics of the entire
clutch activation path as well as depending on the
present degree of clutch wear.
The clutch learn in procedure can be used to
compensate for any possible clutch wear.

3.1.2.2 Shifting From One Gear to Another


If the setting off gear is manually corrected (to select
a higher or lower gear) when the vehicle is at a
standstill, this is a shift from one gear to another. In
this instance, if the clutch is already open, the transmission input and output speeds are zero so that the
new gear requested can be selected directly.

3.1.2.3 Shifting to Neutral


If the driver selects Neutral from the setting off gear,
this request is implemented immediately by shifting
from one gear to the next and the clutch then closed.

1328 765 101 - 2007-10

3-4

ZF-AS Tronic

Function Description

3.1.3 Setting Off

Phase 1

Phase 2

Phase 4

Present engine torque (mMot akt)


Clutch travel (sKup)
Speed (vFzg)

Accelerator (alphaFP)
Engine speed (nMot )
Transmission input speed (nGe)

018991_en

Fig. 3.2 Setting off under full load

transmission may include the 5th gear while it may


include the 7th gear for the 16-speed transmission.
As regards the 16- and 12-speed transmissions,
always engage the slower R gear for rearward driving.
No automatic gearchange takes place. The fast R
gear must be manually selected on the range selector.

The starting gear for forward driving can be corrected by the driver. On the basis of the starting gear
selected by the (automatic) shifting strategy, and
depending on the application, free gear selection is
possible either upwards or downwards, including
the maximum starting gear. Depending on the application, the maximum starting gear for the 12-speed

1328 765 101 - 2007-10

Phase 3

3-5

ZF-AS Tronic

Function Description
If thermal overloading arises during the second
phase, the driver is informed of this via the display.
The nominal engine speed is continuously reduced
at the same time. This is achieved by successively
closing the clutch. The nominal engine speed can be
reduced until the engine stalls.

Through actuation of the accelerator pedal in various


situations (loaded/empty, level road/uphill/downhill),
comfortable starting without clutch damage is
possible. If the vehicle rolls in the opposite direction
of travel, the engine does not stall when setting off.
The setting off procedure is aborted if the load is
reduced or the brake pedal is actuated.

If the clutch travel sensor fails, a changeover is made


to time-controlled closing / opening of the clutch.

The setting off procedure basically consists of four


phases: In the first phase, the clutchs idle stroke is
surmounted. This is the range in which the clutch
does not transfer torque. The position up to where
the clutch is closed is applicable. After every clutch
learning in procedure, the applied position is
entrained in accordance with the modified clutch
travel. Overriding the idle stroke serves to pass
through the range in which the clutch transfers no
torque as quickly as possible.
Clutch closed loop control then starts in the second
phase. This varies the clutch position and therefore
the clutch torque to set a nominal engine speed.
The nominal engine speed is determined using
characteristics which depend on the gear selected,
transmission input speed, and engine idling speed.
If the speed falls below an applicable difference in
speed between engine and transmission input speed
(typically 50 rpm), the system switches into the
third phase. In this phase, the clutch is closed in a
controlled manner, the speed of which depends on
the accelerator position. The third phase is exited
once the clutch is around 90 % closed.
The fourth phase starts when the clutch is closed.
Residual venting is then used to fully vent the
pressure chamber of the clutch actuator.
During the setting off procedure, the engine torque
is increased via ramp from an initial value to the
torque level requested by the driver. Engine torque
intervention makes comfortable setting off possible.

1328 765 101 - 2007-10

3-6

ZF-AS Tronic

Function Description

3.1.4 Gear Selection during Travel


During travel, a shift can be triggered automatically by the automatic drive program, or manually by the
driver. The general shift processes of upshifts and downshifts are described in the next two sections.

3.1.4.1 Upshifts

Engine speed

Transmission input speed

Clutch closed

Clutch open

B2

Gear engaged
Transmission in Neutral
Transmission brake Off
Transmission brake On

Speed adjustment

Time

B1 C

D E

F G
018992

Fig. 3.3

B1

Partial opening of clutch and at the same time reduction in load by reducing the fuel injection
volume.

B1

Rapid, complete opening of clutch once load reduction is complete.

B2

The transmission actuator deselects the present gear.

C
C

Sensors report transmission in Neutral.


D

Activation of transmission brake to adapt speed between transmission shift elements.


Deactivation of transmission brake once minimum difference in speed of transmission shift
elements is reached.

Transmission actuator selects new gear.

The clutch closes again in parallel to the build-up of load.

Once clutch has closed completely, the shift procedure is complete.

1328 765 101 - 2007-10

3-7

ZF-AS Tronic

Function Description

3.1.4.2 Downshifts

Engine speed

Transmission input speed


Clutch closed

Synchronize

Clutch open

Gear engaged
Transmission in
Neutral

Time

BCD

E F

G
018993

Fig. 3.4

Partial opening of clutch and at the same time reduction in load.

Rapid, complete opening of clutch.

Transmission actuator deselects the present gear.

Sensors report transmission in Neutral.

Partial closing of clutch and blipping of throttle by briefly increasing fuel injection volume.
Transmission shift elements are brought up to connecting speed of gear to be selected.

Once shift elements are at the same speed, the clutch opens and the transmission actuator selects
the gear requested.

When Gear selected signal is displayed, clutch begins to close in parallel to build-up of load.

Clutch is closed, shift is complete.

3.1.5 Maneuvering
closed position and the target engine speed increases.
Sliding friction is produced on the friction interfaces
as a result of the partially closed clutch. The transfer
torque on the clutch is set by the control unit so that
drive resistance is surmounted. The vehicle can
thereby be moved slowly and sensitively forwards or
backwards using the accelerator.

If the driver actuates the accelerator within a


defined range, appropriate clutch travel is also set
via the clutch actuator. Here, the electronic transmission control unit (TCU) governs the engine speed
bringing it to the level required for maneuvering
operations. As the accelerator is increasingly
actuated, the clutch is moved further towards the

1328 765 101 - 2007-10

3-8

ZF-AS Tronic

Function Description
There is no automatic gear change during
maneuvering. A gear change must be requested
manually by the driver using the range selector.

The clutch travel depends not only on the accelerator


position but also on the maneuvering gear selected
and shifted using the range selector. If the automatically selected starting gear for maneuvering
via accelerator pedal position is not a practicable
maneuvering gear, the maneuvering gear will have
to be selected manually on the range selector.

Depending on vehicle features (maneuvering via


accelerator pedal position or maneuvering via
maneuvering switch), the maneuvering mode will be
exited as soon as the accelerator pedal is no longer
within the range defined for maneuvering or as
soon as the driver selects D on the range selector.

Current engine torque (mMot akt)


Clutch travel (sKup)
Speed (vFzg)

Accelerator pedal (alphaFP)


Engine speed (nMot )
Transmission input speed (nGe)

018988_en

Fig. 3.5 Maneuvering (via maneuvering switch)

1328 765 101 - 2007-10

3-9

ZF-AS Tronic
3.1.6

Function Description
In this instance, the driver receives both visual and
acoustic warnings (passive protective measure).
The warning is reset once a defined lower load limit
value is reached.

Protective Functions

3.1.6.1 Engine Protection Function


In the automatic drive program, an automatic
upshift may occur to protect the engine from overspeed when engine speeds exceed a defined speed
threshold (x% above nominal engine speed).
Automatic upshifts do not occur in manual mode.

If the warnings are not observed, active protective


measures are automatically initiated.
If the setting off gear selected is greater than 1st
gear, then the clutch engagement speed increases
as the friction energy increases so that as clutch
loading increases, the period of loading (slip time)
is reduced sufficiently.
Depending on the clutch load calculated, a shift is
also automatically made back into a lower setting off
gear.

NOTE
This function must be discussed by the customer
and ZF.

3.1.6.2 Clutch Overload Protection


(also refer to Section 4.8.1.3)
In order to prevent the clutch from being damaged
as a result of excessively long friction processes, the
present clutch load is continuously calculated from
the clutch torque, differential speed on clutch and
the slip time. Taking the previous friction processes
into consideration, checks are undertaken to determine whether the load limit value has been exceeded.

When in maneuvering mode and when a defined


threshold value is reached, a shift is made from
maneuvering mode into setting off mode. In other
words, the clutch automatically begins to close to
encourage the driver to set off. Once cooled down to
below the threshold valve, maneuvering mode is
again permitted.

Slip time
Clutch:
Difference
in speed

Driver
information

Algorithm
for protecting
against
clutch
overload

n
n

Driver
influence

Clutch
activation
P

Engine
torque
T
m

018964

Fig. 3.6

1328 765 101 - 2007-10

3-10

ZF-AS Tronic

Function Description
NOTE
The transmission control unit (TCU) only checks
transmission-internal conditions for the acceptance
of PTO operation.
The vehicle manufacturer is responsible for the
safety-related requirements of PTO operation.

3.1.7 Control of PTOs


With the transmissions AS Tronic and AS Tronic
mid, independent software configuration (stationary
or stationary/mobile) and control of 2 clutch-dependent PTOs is possible.
PTO engagement is only possible during vehicle
standstill and if the main transmission is engaged
in neutral position and the accelerator pedal is not
actuated. Depending on the individual configuration, it may or may not be possible to engage a
starting gear accepted for PTO operation once
power transmission to the PTO is established.

3.1.7.1 PTO Activation


PTO requests will only be accepted as long as no
error on the transmission end is active which prevents PTO operation.

If a stationary PTO operates it will not be possible


to engage a gear, no matter whether another
stationary/mobile PTO is installed or operating.

PTO requests are activated through actuation of the


PTO switch. The PTO selected must be off at that
point in time.

If only stationary/mobile PTOs are operating, a


starting gear accepted for PTO operation can be
engaged and the vehicle can be moved. Gear engagement and gearchanges will only be possible during
vehicle standstill.

Only the conditions ON or OFF may be present


on any other PTO. If these conditions are fulfilled,
the engagement process will be initiated. While the
PTO is being engaged, the EDC will receive the
injection rate specification % (= load reduction) from
the TCU.

Product families 1 + 2:
PTOs can be operated via both constants of the
splitter unit (see power-flow diagram, Section 2.2).
Which of the two constants is active in neutral position of the transmission depends on the software.
As regards mobile PTOs, all starting gears and all
rear gears are possible.
Product families 3 + 4:
PTOs may only be operated via the constant K1 (see
power-flow diagram / Section 2.2). The slow splitter
ratio is thus always engaged on direct-drive transmissions while the fast splitter ratio is always
engaged on overdrive transmissions.
As regards stationary/mobile PTOs, the gears R1, 1,
3, 5 and 7 are possible (gear 7 only in the 16-speed
version) in the direct-drive version while the gears
R2, 2, 4 and 6 are possible in the overdrive version
(gear 6 only in the 16-speed version).

1328 765 101 - 2007-10

The engagement process is as follows:


1. Vehicle standstill, main transmission in
neutral, and accelerator pedal not actuated
are the conditions checked.
2. If the ratio on the splitter unit is not as specified
for stationary PTO operation (K1 or KII), this will
now be set.
3. The clutch is opened and the transmission brake
will bring the countershaft(s) to a standstill.
4. When the countershaft(s) is/are at a standstill,
the output of the TCU will be activated for
mechanical engagement of the PTO.
5. At the same time, the clutch starts to close
according to a process particularly specified for
PTO operation.

3-11

ZF-AS Tronic

Function Description

6. Once the clutch is closed, the EDC injection rate


will be released again by the TCU.

3.1.8 Ignition Off


If the ignition is switched off, or the voltage
switched via the ignition key falls (terminal 15)
below a defined threshold value, a check is undertaken to determine whether the transmission is in
Neutral and whether the clutch is closed. If this is
not the case, the transmission undertakes an
enforced shift to Neutral and the clutch is closed.

7. As soon as the PTO is engaged, a PTO indication


will appear on the display.

3.1.7.2 PTO Deactivation


PTO deactivation is possible in all operating
conditions (driving/standstill; neutral/gear engaged).
The deactivation process is as follows:
1. The deactivation command causes the output of
the TCU to the PTO to be switched off.
2. At the same time, load reduction in the EDC takes
place and the clutch is opened.
3. As soon as the PTO feedback signal is reset, the
clutch will be closed again and load reduction in
the EDC will be stopped.
CAUTION
Deactivation of a stationary/mobile PTO during
driving operation and with a gear engaged is not
permitted as in such a case the connection to the
PTO is not load-free.
If the PTO is nevertheless deactivated, this may
result in deactivation malfunctions and the PTO
may be damaged.
Ignition OFF (terminal 15) during PTO operation
will result in automatic deactivation of the PTO.

1328 765 101 - 2007-10

The clutch is opened for the shift to Neutral. The


clutch then closes at a defined speed. If while at a
standstill the transmission cannot be shifted to
Neutral, the clutch remains open. The driver is
informed acoustically of this malfunction. Once a
defined delay period has passed, the battery voltage
(terminal 30) of the electronic control unit (TCU) is
disconnected via the disengagement relay. The TCU
is only switched off when the vehicle is at a standstill.
Special scenario: If the ignition is switched off
during travel, a shift to Neutral is not undertaken.
The gear selected remains selected, the clutch
remains closed. Only once the speed falls below a
defined threshold speed value does the clutch open
and the transmission shift to Neutral (enforced
neutral switch).
During the ignition off phase, error memory data
and driving mode information is saved from the
volatile memory area (RAM) into the non-volatile
memory area (EEPROM).
It is therefore important to ensure that the permanent positive supply (terminal 30) is not switched off
at the same time as the switched positive supply but
remains on for a defined period (refer to Section
4.4.2.2.).

3-12

ZF-AS Tronic
3.2

Function Description

Automatic Drive Program

When the ZF-AS Tronic automatic drive program is


installed, only accelerator and brake (service brake
and 3rd brake) actuation is needed to move the vehicle. The transmission is fully automatically shifted
by the transmission control unit (TCU).
With the automatic drive program, customer
benefits come to the fore. A reduction in fuel consumption when compared with the average driver
in long haulage transport and frequency of shifting
together with optimum gear selection are some of
the key features of this function. The program can
also be adapted to different vehicles and engines.

Other

ABS/DTC

Subsequent changes to the driveline ratio, not


approved by ZF, may impact negatively on driving
characteristics, especially on the vehicles automatic
drive program.
The existing vehicle CAN signals are used to network EDC (Electronic Diesel Control), ABS (Antilock Braking System), ASC (Anti-Slip Control),
Intarder, and transmission. It is therefore very easy
to determine the necessary driving modes.
Detailed descriptions of the signals can if
necessary be found in signal specification ZF
no. 1328 761 005.

Transmission

Intarder

Engine

Present fuel injection volume


Present braking torque of engine brake
and Intarder
Accelerator position
Kick-down
Cruise control mode

Engine power in target gear


Drive resistance with corner recognition
(topography)
Vehicle mass

Optimum setting
off gear

ISMA
nominal gear

028666_en

Fig. 3.7 Exchange of signals

1328 765 101 - 2007-10

Driver

3-13

ZF-AS Tronic

Function Description

3.2.1 Activating Automatic Drive Program

3.2.3 Automatic Gear Change

The automatic drive program is activated by


switching on the electrical system (ignition on),
starting the engine and selecting the forwards
driving range. Once the parking brake has been
released and the accelerator depressed, the vehicle
moves, gear shifts are undertaken fully automatically.

An operating mode control unit controls (closed


loop) the transitions between various operating
modes. This control unit detects driveline traction
mode or coasting mode from a large number of
external and internal signals. Different processes are
selected within traction and coasting mode depending on kick-down, with or without engine braking
Intarder operations or cruise control operations.
Furthermore, the operating mode control unit
decides whether manual intervention is influencing
the automatic drive strategy or whether a standstill
shift is present with the vehicle virtually at a standstill.

During travel, the range selector can be used to


switch between the manual and automatic drive
programs at any time.
For more information, refer to Section 2.4
(peripheral components/range selector).

Numerous calculations, parameters and characteristics curve evaluations, and interpolations are needed
for the different operating modes. Vehicle status
parameters, such as present vehicle acceleration and
the present traction or coasting torque are calculated
in these help functions. The drive resistance and the
mass calculation are key influencing parameters for
determining the shift point. Other status parameters,
such as speed and the acceleration of the transmission shafts and an estimate of the vehicle mass
when setting off, are used for a harmonic drive
strategy.

3.2.2 Automatic Selection of Setting Off Gear


When the automatic drive program is activated, the
setting off gear is calculated (fully automatically) in
accordance with the setting off conditions (incline,
loading, etc.) and can if necessary be corrected by
the driver.
If the driver believes that the setting off gear, as
shown in the display, is too high, then the setting off
gear can be corrected (reduced) using the den range
selector.
Also refer to Section 2.4, Range Selector Functions.
Upward correction for protection of the clutch is
only possible up to a maximally defined starting gear
(depending on the application, this may include the
5th gear of the 12-speed transmission and the 7th
gear of the 16-speed transmission).
Even once the ignition has been switched off and
the vehicle started again, a setting off gear is automatically selected.

1328 765 101 - 2007-10

3-14

ZF-AS Tronic

Function Description
If this shift speed is above the maximum shift speed
area, the change in ratio and/or speed must be
recalculated. The limit points in the upper speed
range result from the accelerator position and
acceleration of the transmission input speed. The
ratio step is therefore determined via the shift speed
calculation.

The figure (below) shows a simple upshift under


traction in engine performance characteristics by
way of example. A target speed range in which the
engine speed is to fall after the shift process is
defined in these characteristics. The target speed is
determined on the basis of the current accelerator
pedal position and a road-resistance-dependent
correction, here a speed increase. The final shift
speed results from the change in speed brought
about by the relevant ratio step and a supplementary
value for increased drive resistance.

kW

300

P_mot

350

250

Supplementary
value for increased
drive resistance

Speed loss
through drive
resistance of shift

Valid
shift
speed

Upper shift
speed limit
range

Change in speed
brought about by
ratio change

Target speed range for


upshifts under traction

200
150
100
50

Acceleratordependent

0
-50
-100
600

Target speed
800

1000

1200

Shift speed
calculated from
target speed
1400

1600

1800

2000
N_mot

U/min

018978_en

Fig. 3.8 Principle of upshift under traction

1328 765 101 - 2007-10

2200

3-15

ZF-AS Tronic

Function Description

3.2.4 Deactivating Automatic Drive Program


The driver can use the range selector to end
automatic mode at any time and make manual
interventions in the automatic drive program. The
driver is able to retain the present gear or undertake
manual upshifts or downshifts. If downshifting
would lead to overrevving of the engine, the
gearshift will be prevented. If the gear is manually
retained and the vehicle accelerated, this can result
in overrevving of the engine. The engine protection
function described under 3.1.6.1 is not active in the
manual driving mode.
If an error occurs in the transmission system or in
the exchange of signals with other systems, the automatic program may be deactivated depending on the
error found. This is, for example, the case if the mass
calculation can no longer be undertaken because an
important relevant signal is not longer transferred on
the CAN bus or if this error is incorrect.
In the standard application, the driver is informed of
restricted system functions by a display.
For more information, refer to Section 2.4.3,
Displays.
NOTE
When operated manually using the range selector,
fuel consumption may if necessary increase depending on drivers manual gear selection.
The automatic setting off gear selection even also
retained in manual operations.

1328 765 101 - 2007-10

3-16

ZF-AS Tronic
3.3

Function Description
The following were identified as safety-related
malfunctions as defined in VDI/ VDE 3542 Page 1 in
the risk analysis:

ZF-AS Tronic Malfunction Concept

3.3.1 Principles
The ZF-AS Tronic is an automatic system, which
unlike conventional driveline components, takes on
all or some of the processes controlled by the driver.
In some instances, responsibility for these processes
passes from the driver to the system. In order to fully
satisfy this level of responsibility, the ZF-AS Tronic
transmission system has been subjected to a state-ofthe-art technical system error analysis.

3.3.2 System Analyses Undertaken

Risk analysis as defined in DIN V 19250


Error tree analysis
System FMEA
Design FMEA
Integration FMEA (part of the application)

Previously defined vehicle responses (commonly


referred to as TOP EVENTS) which take various
driving modes into consideration formed the starting point for analyzing conceivable malfunctions
resulting from faults or errors occurring during
correct system usage. The risk analysis as defined
in DIN V 19250 resulted in requirement class 4
for the ZF-AS Tronic transmission system under
unfavorable circumstances.
The following were defined as safe nominal statuses
to be aimed for in the event of an error, depending
on the driving mode:
driveline closed during travel
driveline open with vehicle at a standstill
The electronic system must have at least partial
function for these nominal statuses to be set. If this
is no longer the case, the system stabilizes in the
present operating mode (failsafe mode).

1328 765 101 - 2007-10

Automatic setting off


Setting off in opposite direction of travel
Blocked driveline during travel
Errors which does not result in the aforementioned
vehicle characteristics, affect the correct function of
the ZF-AS Tronic and therefore vehicle reliability
and availability.
The system responses to simple errors are described
in a malfunction specification written specifically
for the relevant application. Since the vehicle manufacturer is responsible for the interaction of all
systems integrated in the vehicle (also in the event
of error), the error responses of the ZF-AS Tronic are
discussed and agreed upon with the manufacturer as
part of a vehicle integrations FMEA. During this
process, vehicle-related errors which can act on the
ZF-AS Tronic are included in the analysis.
During development of the system, up-to-date quality
assurance methods and tools have been and are
being applied in accordance with state-of-the art
technology. The function and service life of the
mechanical and pneumatic components are
designed accordingly and investigated through the
use of tests.
System checks are carried out before and during
operations so that redundancies and error protection
systems are available if required. The avoidance of
safety-related malfunction is reliably reached in
individual instances. Attempts are made to achieve
maximum possible vehicle availability for these
individual instances when defining failure responses.
Vehicle availability is not usually provided in
instances of accidental multiple failure which
cannot be systematically covered by the system.
In such instances, the system is switched into the
aforementioned nominal status. If it is no longer
technically possible for the nominal status to be set,
the last system status is retained.

3-17

ZF-AS Tronic

Function Description

electric
pneumatic

Clutch actuator
Nonreturn
valve

Control and
display elements

Range
selector

MV4

Rotary
switch

MV3

Sensor

Vehicle circuit
interfaces for
ZF-AS Tronic
MV2

Display

ZF extension
module

MV1

Transmission actuator
Sensor

Range-change group

Sensor

Pressure
relief
valve

Pressure
sensor

ZF-AS Tronic
transmission
electronics

Splitter
Sensor

Select
Sensor

ZF-CAN

ABS
ASR

Intarder

Engine
electronics

Shift valves
Y1
Y9

Main transmission

Main cut-off valve

Vehicle CAN

027623

Fig. 3.9 System diagram of ZF-AS Tronic 2

3.3.3 Clutch Actuator Concept

3.3.4 Transmission Control Unit Concept

The clutch actuator and corresponding software


functions are designed so that individual errors do
not result in undesirable responses. The redundant
valve system, travel measurement and pressure
relief valve enable a defined nominal status to be
retained or set.

The transmission control unit is designed so that at


least two valves always have to be switched to trigger
a shift (central air and shift valve). The position of
the shift cylinder in the transmission actuator is permanently monitored by a travel measuring system.
The design of the transmission control unit puts this
in a position where it is able to prevent undesirable
shift processes in the event of individual errors.

One conceivable exceptional situation: the clutch is


closed, the nominal status is open driveline and
the air supply or voltage supply is interrupted. In
this instance, the driver has to shut down or stall the
engine.

1328 765 101 - 2007-10

3-18

ZF-AS Tronic

Function Description

3.3.5 Interface Concept


Great importance (in terms of security and
availability) is assigned to the interfaces between
ZF-AS Tronic and vehicle. In the event of errors /
faults, error responses and protection measures in
the ZF-AS Tronic result in the nominal status being
retained and/or the nominal status being set. One
precondition for this is that vehicle malfunctions
which affect the transmission system must be clearly
recognizable. In order to check and ensure this
principle, a vehicle integration FMEA (refer to
Section 3.3.2 System analyses carried out) is
created with the vehicle manufacturers and
corresponding measures initiated if necessary.

3.3.6 Driving Modes Investigated


In addition to the safety-related malfunctions
already discussed, the following possible vehicle
malfunctions were analyzed and taken into
consideration:
Vehicle not setting off (gear already shifted).
Driveline interrupted during travel.
Acceleration not OK.
Vehicle rolling away
(exclusion: Conscious operating error).
Vehicle cannot stop.
Unintended gear selection or gear selected with
drivers request for Neutral.
Vehicle becoming stranded.

1328 765 101 - 2007-10

3-19

ZF-AS Tronic
3.4

Function Description
Error class 1

Error Responses

Unrestricted operation available

If the ZF-AS Tronic detects system faults or errors,


the system responds by providing substitute functions. These are described in what are commonly
referred to as malfunction specifications. The errors
themselves are sub-divided into error classes 1 to 3
and entered into the ZF-AS Tronic error memory
once the ignition is switched off. The errors are
shown on the display as agreed with the OEM.

No error display.
Entry in error memory.
Possibly reduced driving comfort.
Error can be rectified during next visit to workshop.

The error presently in place is usually deleted and


the resultant error response cancelled once the error
is no longer in place or after vehicle stop and
ignition off (reset, transmission electronic
deenergized). The error numbers can be called up
via the range selector, refer to Section 3. 5 Diagnosis.

Error class 2
Restricted operation available
Error display (Screwdriver symbol).
Entry in error memory.
Reduced driving comfort.

Error class

Displays

None

Possible deterioration in manoeuvring and setting


off quality.
Possibly increased shift times.
Take vehicle to specialist workshop.

S
T
O
P

Error class 3
No further operation available.
Error display (STOP and Screwdriver symbol).
Entry in error memory.
No further gear shifting during travel, the gear
selected is retained.
When the vehicle comes to a standstill, a shift is
made to Neutral, no further travel available.
Contact nearest specialist workshop.

1328 765 101 - 2007-10

3-20

ZF-AS Tronic
3.5

Function Description

Diagnosis

3.5.3 Off-Board Diagnosis


ZF can provide the OEM with the following diagnosis tools for troubleshooting on the ZF-AS Tronic in
the workshop:

3.5.1 Error Memory


If the ZF-AS Tronic system has detected an error, an
error response and/or substitute function is activated and the error saved in the error memory (RAM).
During the TCU run-down (after ignition off ), the
error memory contents are copied into the nonvolatile memory (EEPROM).

Testman pro, ZF diagnosis system for PC applications incl. ZF diagnosis adapter DPA 05 and connection cable with ISO and/or SAE connection;
For description, refer to type sheet for
ZF-Testman pro.

When the error first arises, not only the error


number but various ambient conditions, such as
speeds, present function status, gear, operating
hours, etc. can also be saved. After this, only the
frequency at which the error arises is counted.

All the necessary, transmission-specific data for a


rapid and comprehensive diagnosis can be called up
using the ZF Testman pro diagnosis system.
The diagnosis function includes:

Up to 10 different errors can be saved in the error


memory. If the error memory is full, non-active
errors are overwritten. If an error no longer occurs
after a defined number of ignition ON/OFF operations(TCU resets), the error will be erased.

Reading present error;


Reading error memory;
Deleting error memory;
Reading identification block.
The Test inputs and outputs function includes:

3.5.2 On-Board Diagnosis


(When Using the ZF Selector Lever)

System test when at standstill;


System test during travel;

If an error occurs, the error number can be called up


on the display in the vehicle. Further vehicle operations are not permitted in the instance of serious
system errors (STOP and wrench symbol).
In order to show the number of the active errors on
the display, the rotary switch must be turned to the
N position and the control lever must be pressed in
+ direction.
By simultaneously actuating the service brake, the
existing errors which are not active are shown on
the display.

Test device
(displays all digital inputs and outputs);
Displaying digital and analog parameters e.g.
speeds, current strengths, and voltage levels.
When undertaking specific troubleshooting, this
device allows staff trained by ZF to rapidly find
the error in the transmission system. Once the error
has been detected, the diagnosis system proposes
remedial measures.
Communication occurs in the form of a serial interface. Each screen page can be printed out or saved
for error documentation. The diagnosis software is
available in all major languages.

1328 765 101 - 2007-10

3-21

ZF-AS Tronic

Function Description

Terminal tester
A terminal tester, complete with adapter for 20 and/
or 18-pin plug connections is available for the electrical troubleshooting of input and output signals of
the vehicle interface to the ZF-AS Tronic.

OEM diagnosis tools


If the vehicle manufacturer has its own diagnosis
tools, these can be adapted to the ZF diagnosis
interface which is produced in accordance with
ISO 14230-1 (K line). The following protocols are
supported for diagnosis via K line:
ISO 9141
Key Word Protocol (KWP) 2000
Alternatively, diagnostics communication via vehicle
CAN is possible (SAE J 1939). Diagnosis communication via CAN accordance with SAE J 1939 only
covers the messages defined in this standard and its
function is not identical to diagnosis communication
via the K line. The protocols listed below are available in the CAN variants:
ISO 9141
Key Word Protocol (KWP) 2000

1328 765 101 - 2007-10

3-22

ZF-AS Tronic

1328 765 101 - 2007-10

Table of Contents

Installation

4.1
4.1.1
4.1.2
4.1.3
4.1.4
4.1.5
4.1.6
4.1.7
4.1.8
4.1.9
4.1.10
4.1.11
4.1.11.1
4.1.11.2
4.1.12
4.1.13
4.1.14
4.1.15
4.1.16
4.1.17
4.1.18

Transmission Installation Investigation . . . . . . . . . . . . . . . . . . . . . . . . . . .


Standard Transmission Installation Drawings . . . . . . . . . . . . . . . . . . . . . . .
PTO + Emergency Steering Pump Installation Drawings* . . . . . . . . . . . . . .
Input Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clutch Bell Housing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clutch Release Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Suspension . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Transmission Installation Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propshaft Connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Torsional vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Permissible vibrations at transmission input . . . . . . . . . . . . . . . . . . . . . . . .
Uniformity of rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bending Vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cover / Protective Floor Panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Additional Brackets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fording Ability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Additional Guidelines for Vehicle Body Manufacturer . . . . . . . . . . . . . . . . .
Vehicle Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-5
4-5
4-5
4-5
4-6
4-6
4-8
4-9
4-10
4-13
4-14
4-18
4-18
4-18
4-19
4-19
4-19
4-19
4-20
4-21
4-21

4.2
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.2.6

Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Permissible Ambient Temperatures on Transmission . . . . . . . . . . . . . . . . . .
Permissible Oil Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Causes of Excess Oil Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Additional Transmission Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Use in Sub-Zero Temperatures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Storing the Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-22
4-22
4-22
4-22
4-23
4-24
4-24

4.3
4.3.1
4.3.2
4.3.3
4.3.4
4.3.5
4.3.6
4.3.7
4.3.8

Filling With Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Oil Grade and Oil Change Interval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Fill Quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Draining the Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Filling With Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Level Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Information about Bleeding the Transmission . . . . . . . . . . . . . . . . . . . . . . .
Venting by Means of Hose Line in Dry Compartment . . . . . . . . . . . . . . . . . .

4-25
4-25
4-25
4-26
4-26
4-26
4-27
4-27
4-28

4-1

ZF-AS Tronic

Table of Contents

4.4
4.4.1
4.4.2
4.4.2.1
4.4.2.2
4.4.3
4.4.4
4.4.5
4.4.6
4.4.7
4.4.7.1
4.4.7.2
4.4.8
4.4.9

Electrics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Layout and Circuit Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Description of Connectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Connector on Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply Connector to Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power Supply Voltages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAN Bus Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Quality Requirements of Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Connector and Mating Connector Designations . . . . . . . . . . . . . . . . . . . . .
Other Electrical Interfaces on the ZF-AS Tronic . . . . . . . . . . . . . . . . . . . . . .
Neutral Switch (S12) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speedo Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CAN Signals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EMC Compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4.5

Pneumatics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39

4.6
4.6.1
4.6.2
4.6.3
4.6.4
4.6.5

Auxiliaries . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ZF-Intarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third Party Retarder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ZF Power Take Off Units (PTOs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Third Party PTOs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-41
4-41
4-41
4-41
4-42
4-42

4.7
4.7.1
4.7.2
4.7.3
4.7.4
4.7.5
4.7.6
4.7.7

Transmission Installation on Assembly Belt . . . . . . . . . . . . . . . . . . . . . . .


Transport . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Supplying the Main Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Corrosion Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Subsequent Paintwork . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Assembly of Engine, Clutch, and Transmission . . . . . . . . . . . . . . . . . . . . . .
EOL Programming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Delivery Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-42
4-42
4-43
4-43
4-43
4-43
4-44
4-45

Additional Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Setting Off, Forward Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maneuvering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maneuvering via the accelerator pedal
with rotary switch in D or R position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4.8.1.3.2 Maneuvering acc. to rotary switch position DM or RM . . . . . . . . . . . . . . . .

4-46
4-46
4-46
4-47
4-47

4.8
4.8.1
4.8.1.1
4.8.1.2
4.8.1.3
4.8.1.3.1

1328 765 101 - 2007-10

4-2

4-29
4-29
4-30
4-30
4-31
4-32
4-33
4-35
4-36
4-37
4-37
4-37
4-37
4-38

4-47
4-48

ZF-AS Tronic

1328 765 101 - 2007-10

Table of Contents

4.8.1.4
4.8.1.5
4.8.1.6
4.8.1.7
4.8.1.8
4.8.1.9
4.8.1.10
4.8.1.11
4.8.1.12
4.8.1.13
4.8.1.14
4.8.1.15
4.8.1.16
4.8.1.17
4.8.2
4.8.2.1
4.8.2.2
4.8.3

Moving off Downhill . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Changing Operating Mode: Manual / Automatic . . . . . . . . . . . . . . . . . . . . .
Changing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reverse Travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Switching Off Engine / Stopping Vehicle . . . . . . . . . . . . . . . . . . . . . . . . . . .
Towing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tow Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Clutch Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Overspeed Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operations with Clutch-Driven PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Roller test rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System Faults (Error Messages) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Visual Inspection of Wiring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Maintenance of Pneumatic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Vehicle Handover to End Customer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-48
4-48
4-49
4-49
4-50
4-50
4-50
4-50
4-51
4-51
4-52
4-52
4-53
4-53
4-54
4-54
4-54
4-54

4.9
4.9.1
4.9.2
4.9.3
4.9.4

Application and Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ZF Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Type Plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Explanation for ZF Documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4-55
4-55
4-55
4-55
4-56

4-3

1328 765 101 - 2007-10

4-4

ZF-AS Tronic

Installation

Installation

4.1.3 Input Shafts

4.1

Transmission Installation Investigation

4.1.1 Standard Transmission Installation Drawings


12-speed product family 1 (SAE1)

1336 600 019

12-speed product family (SAE2)

1336 600 020

12-speed product family 2 (SAE1)

1336 600 021

12-speed product family 2 (SAE2)

1336 600 022

12-speed product family 3


without Intarder

1327 600 015

16-speed product family 3


without Intarder and
12-speed product family 4
without Intarder

1328 600 015

Product families 3 and 4 without


Intarder with heat exchanger

1328 600 044

12-speed product family 3 with


Intarder (rear left heat exchanger)

1327 600 016

019424

Measurements of standard shaft:


Dimension
A
B
C
D
E
F

4.1.2 PTO + Emergency Steering Pump


Installation Drawings*
Product families 1+2
with NM AS/10

6091 611 001

Product families 1+2


with NM AS/PL

6091 618 001

Product families 1+2 with NH/1

6090 601 045

Product families 1+2 with NH/4

6090 604 036

Product families 3+ 4 with NAS/10

6091 610 003

Product families 3+ 4 with NAS/PL

6091 615 007

Product families 3 + 4 with NH/1

6090 601 031

Product families 3 + 4 with NH/4

6090 604 024

16-speed product family 3 with Intarder


12-speed product family 4 with Intarder
(rear left heat exchanger)
1328 600 016

Engine connection
SAE 1
[PF 1+2]
[PF 3+4]
109 mm
32 mm
31.75 mm
75 mm
102.3 mm
25 f7 mm
50.3 mm
SAE 10 C 2

Engine connection SAE 2


[PF 1+2]
107 mm
27 mm
75 mm
25 f7 mm
44 mm
SAE 10 C 13/4

Other input shafts can be supplied at additional cost.

* part list-related installation drawing is produced if required

1328 765 101 - 2007-10

4-5

ZF-AS Tronic

Installation

4.1.4 Clutch Bell Housing

4.1.5 Clutch

The ZF-AS Tronic has an integrated clutch bell


housing.
Transmissions of product families 1+2 can be
supplied with SAE1 or SAE2 engine connections,
transmissions of product families 3+4 can only be
supplied with a SAE 1 engine connection (for connection dimensions, refer to installation drawing).

The clutch, as a link between the engine and


ZF-AS Tronic transmission system has to satisfy the
following functions:
To ensure gear shifts and setting off processes in
conjunction with the ZF-AS Tronic transmission
control unit in all driving situations.
To reduce vibrations in the driveline.

Fastening to flywheel housing

To ensure a high number of shifts with a long


service life.

Use screws of a high strength class (8.8).


Calculation in accordance with VDI 2230.

Only torsion-dampened clutches and pulled


clutches approved by ZF for the relevant enginetransmission combination may be used for this
purpose.
The clutch is subject to stringent requirements
relating to clutch torque transfer characteristics and
detection of release force to ensure that its interaction with the ZF-AS Tronic transmission control unit
functions correctly. In order to ensure optimum shift
processes, the inertia torque of the clutch disc must
furthermore not exceed a maximum value (refer to
table).

Use shims as defined in ISO 7089/7090.


Observe specified tightening torque.
M10
46 5 Nm
M12
79 8 Nm
Note additional thermal load (e.g. using 10.9 bolt
with tightening torque for a 8.8 bolt).
CAUTION
Do not use toothed locking screws!
Secure with stud bolts
If the ZF-AS Tronic and/or ZF-AS Tronic mid is
fastened to the flywheel housing via threaded pins
attached at the engine end, the stud bolts must not
protrude by more than 62 mm.

The clutch requirements are described in


specification no. 1328 761 053.
Installation drawing 1328 600 019/043 illustrates
the clutch installation space. The installation
dimensions apply to the AS Tronic and the
AS Tronic mid.

Reasoning: If they protrude any more, it is very


difficult to disassemble the transmission actuator for
service work. In extreme cases, the transmission has
to be removed for such purposes.

1328 765 101 - 2007-10

4-6

ZF-AS Tronic

Installation

Standard for clutch selection:


Product families 1+2
SAE1
SAE 2

Product family
3+4 SAE 1

Clutch type

430 pulled

395 pulled

430 pulled

max. inertia
torque

0.119 kgm2

0.082 kgm2

0.145 kgm2

Deviations from the standard (e. g. applications with


2-disc clutches, other clutch diameters) must be
agreed with ZF in writing.
Since the clutch is actuated via the ZF-AS Tronic
transmission control unit, the service life of the
linings is higher than that experienced in average
applications with manual transmissions.
The reasons for this are:
Always optimum engine speed during setting off
processes => less friction work in clutch.
The transmission control unit controls upshifts
so that there is only a small difference in speed
between the engine and transmission when
engaging the clutch => less friction work.
During downshifts, the transmission is
synchronized by the engine => no friction work.

1328 765 101 - 2007-10

4-7

ZF-AS Tronic

Installation
To design the push rod, ZF needs the dimensions
(A, X, Y, and Z) and tolerances shown in Fig. 4.1.
These are acquired in the customer specification.

4.1.6 Clutch Release Unit


ZF-AS Tronic and ZF-AS Tronic mid are supplied
with release bearings as standard. The OEM therefore no longer needs the clutch actuator on the
assembly line. The snap ring on the release bearing
is the transmission's interface to the clutch.

CAUTION
If the ZF-AS Tronic or ZF-AS Tronic mid is used for
the transport of dangerous goods, additional
measures will be required on the clutch actuator.
Contact your ZF partner for more details.

The process for installing the clutch is described in


Section 4.7.5.

Y
X
approx. 34 mm max. travel of release bearing

A engine connection
dimension
Housing flywheel disc
X release + tolerance
Y wear + tolerance
Z installation dimension clutch

The permissible clutch release


force is 8 000 N. Higher levels of
release force must be approved in
writing by ZF Friedrichshafen AG.
NOTE
In such cases, the pressure warning threshold and release pressure
of the pressure relief valve must
be adapted to the higher pressure
level.
Length of push rod
is configured by ZF.
Max. travel
clutch actuator
70

019500

Fig. 4.1 Clutch installation


1328 765 101 - 2007-10

4-8

ZF-AS Tronic

Installation

4.1.7 Engine Connection


Engine housing

Magnetic stand

To ensure that the engine/transmission


combination functions perfectly,
Flywheel

the position of the center of the pilot bearing


(usually the center of the crankshaft) in relation
to the center of the transmission input shaft

Crankshaft

and
the connection area on the engine
may only deviate from the geometrically ideal
position within certain limits.

Dial gage

The following tolerances relating to the crankshaft


axes are permitted:

016855

0.1 mm concentricity tolerance A for the


crankshaft bore (for the roller bearing which
guides the transmission input shaft).

Engine housing

Dial gage

0.2 mm concentricity tolerance B for the


centering bore (for supporting the transmissions) in the flywheel housing.
0.1 mm run-out tolerance C for transmission
connection face on flywheel housing.

Flywheel
Crankshaft

We would also like to point out the dimensions


and tolerances defined in ISO 7649.

Magnetic stand

Pilot bearing
016856

A ball bearing which is sealed on both sides and


supplied with lifetime lubrication is needed to
permanently guide the transmission input shaft.
The sealing material must be resistant to temperatures of between 40 and +150 C. The antifriction
bearing grease must also be resistant to temperatures of between 40 and +150 C. It is assumed
that the sealing material is resistant to corrosion.

Dial gage C
Engine housing

Responsibility for design and assembly of the pilot


bearing rests with the vehicle manufacturer.
Transmission-related tolerances required for
determining overlap will be provided by ZF.
Complete pilot bearing/output shaft overlap is to
be aimed at.

Flywheel
Crankshaft
Magnetic stand

016857
1328 765 101 - 2007-10

4-9

ZF-AS Tronic

Installation
ZF proposal for suspension

4.1.8 Suspension
Only the screw surfaces on the transmission housing
and/or on the attachment unit intended for the purpose may be used for the transmission suspension.
Housing material GD-AlSi9Cu3 is defined as the key
strength values for the screw configuration, material
F270 and surface treatment Fe/Zn6B DIN 50961 are
defined for versions with threaded bushes.

Suspension at A + B (on both sides)


Additional suspension point D only in special variants.

Following discussions with ZF, transmission


bearings on the vehicle frame must be designed so
that no additional forces are transferred to the transmission housing by vehicle frame distortions.

The additional suspension D is only needed if the


corresponding measurements, calculations or tests
indicate a critical vibration influence or extreme
shock impacts. It should however be noted that
when rubber bearing D is in the datum position, no
forces are transferred and the rigidity of D is less
than that of bearing A + C and/or A + B.
If suspension point D is needed, all 3 threads should
be used (for screw-in depth, refer to installation
drawing).

Suspension at A + C (on both sides), approval required.


Additional suspension point D possible, but not necessary
even for ZF auxiliary power units.

Fig. 4.2 Transmission flange-mounted


on engine

027475

ZF recommendation for suspension on point D


(shown PF 3+4, PF 1+2 only 2 attachment points).

Continuous
carrier

Fig. 4.3

1328 765 101 - 2007-10

Connection dimensions for the transmission


suspension, transmission weight and the position
of the center of gravity are specified in the relevant
installation drawing.
The screws used for the transmission suspension
must correspond to quality 8.8. The specified tightening torque must be calculated in accordance with
VDI 2230 for suspension points C and D.
The additional use of screw locking devices is not
permitted.

4-10

018902

ZF-AS Tronic

Installation

NOTES
Other threaded bores are not permitted as
suspension points on the ZF-AS Tronic.
Minimum screw-in depth of 32 mm for screw
connections in housing material, minimum
screwing depth of 24 mm for screw connections
in threaded bushes.
Maximum permissible vertical loading 3 g on
point D. Otherwise support needed for D.

SAE1 engine connection (product families 1 - 4)

DANGER
The bending torque MC of the bearing supports
on mounting face C must not exceed the limit
value of 1 900 Nm.

Lateral suspension at point C is not possible in pressure die casting housings of product families 1+2.
If suspension is required at point C, a sandcast housing must be applied.
For calculation of MC, refer to Fig. 4.6.

SAE2 engine connection (product families 1+2)


If suspension at point C is used, written approval
must be obtained from ZF.
If connection deviates from the ZF proposals in Fig.
4.3, ZF MUST be contacted.

1328 765 101 - 2007-10

4-11

ZF-AS Tronic

Installation

Rough calculation for suspension at C

Clutch housing SAE 1


(AS Tronic and AS Tronic mid)
C
SM

C
a

b
c

Fc

Fc
2

016999

Fig. 4.4

Clutch housing SAE 2


(only AS Tronic mid)

4020

Fc

Fc

Fc
2

Fig. 4.5

017000

The central position of the screw connection on the


frame and the screw connection on the transmission
may have a max. offset of 20 mm (Fig. 4.5).

016998 / 019462

Fig. 4.6

MC =

l (mM a + mG c) g
b2

MC = bending torque of the


bearing supports 1 900 Nm
mG = mass of transmission with all accessories oil +
water fill, propshaft, clutch release mechanism.
mM = mass of engine with all accessories oil + water,
clutch.
g = 9.81 m
s2

1328 765 101 - 2007-10

4-12

ZF-AS Tronic

Installation

4.1.9 Transmission Installation Angle


The longitudinal transmission inclination must not
exceed 5. The ZF-AS Tronic can endure a total
inclination (vehicle inclination incl. transmission
inclination) of 17 without any damage. This
corresponds to a gradient of:
21% at 5 transmission inclination.
30% at 0 transmission inclination.

Installation angle
(longitudinal)

Greater gradients may only be travelled briefly.


Written approval from ZF is required if the vehicle
application is associated with frequently occurring,
greater gradients and with other transmission
combinations.
The transmission installation angle (transverse)
may be up to 3. Written approval from ZF is also
required.

Camber of road (longitudinal)


Uphill gradient Downhill gradient
Time

Camber of road
(transverse)

30 %

30 %

Continuous

10 %

50 %

50 %

1 min

21 %

40 %

Period

40 %

60 %

1 min

(20 % with
longitudinal
camber of road
of 0 %)

0
Front
installation
at 5

1328 765 101 - 2007-10

4-13

ZF-AS Tronic

Installation

Rotary angle

4.1.10 Propshaft Connection


A propshaft may be the cause of torsional and bending vibrations in the driveline.
The following values should therefore be observed.
The vehicle manufacturer is responsible for doing
this.
Exceptions from the specified values must be
approved on a case-by-case basis.

1.8
1.6

1.4

1 rev.

1.2

Limit curve for


measurements
perm. 1 500 rad2
s

1.0
0.8
0.6
0.4
0.2

Permissible uniformity of rotation

1000

The maximum permissible angle acceleration


amplitudes () in the driveline are 1 500 rad/s2.
Deviations from these should be agreed in writing
with ZF. Smaller values do not cause vibration
damage.
Rotary acceleration in the driveline can be checked by
means of calculation or measurement. Alternatively,
the rotary angle error (, Fig. 4.7) can be used.

Fig. 4.8

The limit values for the deflection angle are used


in particular if there are no calculations or measurement of the vibration amplitudes.

0
0.1

1 rev.

Fig. 4.7 Rotary angle error

S 0013

For link between and , see Fig. 4.8:

perm. 1 500

1328 765 101 - 2007-10

S0014

Limit values are displayed for the permissible


deflection angles in the following sub-sections.
If these are observed, the vibration amplitudes
created by the propshaft will not exceed the above
value.

+0.1

0.2

3000

Propshaft speed n (rpm)

0.2

2000

[] n2 [rpm2]
rad
=
s2
1 306

4-14

ZF-AS Tronic

Installation

Permissible resultant deflection angle per joint.

Outline view level

The resultant angle R must first be determined


for spatial propshaft layouts using the following
formula:
tan R =

Elevation view level

V=13

tan2 H + tan2 V

tan R =

with H -deflection angle in horizontal view


(outline view level),

H = 9

R = 15.6

0.162 + 0.232 = 0.28

Acc. to diagram:

R 15
S0012

Fig. 4.10 Examples of calculations

with V -deflection angle in vertical view


(elevation view level).

The reliability of R depends on the type, size and


speed of the propshaft, refer to Fig. 4.11.

Here, the deflection angle is defined as the angle


between the rotary axles in front of and behind joint
in the relevant level.

CAUTION
For PTOs, the permissible deflection angle R must
not exceed 7.

Deflection anlgle R

007927

As a rough estimate, the angle R can also be


determined from the diagram in Fig. 4.9.
25

20
16
14
12
10
8
6
4

20

25

10

15

5
0
9 10

15

20

Fig. 4.9 Resultant deflection angle R


for spatial propshaft arrangement

1328 765 101 - 2007-10

Flange 165/180/225

500

1000

1500

2000

2500

3000

3500

4000

007098_en

10

Flange 150

Fig. 4.11 Permissible propshaft deflection


angle R

max. 7 at PTO

Propshaft speed n (rpm)

20

13

Product range

30

15

18

25
001100

4-15

ZF-AS Tronic

Installation

Permissible resultant deflection angle for all joints


The resultant deflection angle E is determined from
the resultant angles of the individual joints with the
following formula:
E =

Propshaft calculation programs (graphic depictions) can be ordered from the Printing and
Logistics department (documentation.zff@zf.com)
by specifying the following numbers:
CD-ROM (0000 766 707), diskette (0000 766 708).
Basis: Windows 3.11, 95, 98, NT

R12 R22 R32

The following applies as the prefix rule for the individual angles :
+ if the spider is
vertical
to the output fork

Input

Output

90

if the spider is
vertical
to the input fork
Limit value:

90

Input

Output
S0010

E < 3

Z-arrangement

W-arrangement

Angle error
= 1 2

Example 1
(exact Z
and/or W
arrangement)

Example 2
(small
bending
angle with
angle error)

Example 3
(large
bending angle
with angle
error)

Resultant deflection angle


=

12 + 22

1 =12

1 =12

2 = 12

2 = 12

5,4

1= 5

1= 5

2 = 4

2 = 4

1 = 15

1 = 15

2 = 14

2 = 14

Example 3 shows that with larger deflection angles, even an angle error of 1 results in excessively high joint deflection angles.

Fig. 4.12 Application examples for the influence of the deflection angle parameters
1 and 2 on the resultant deflection angle

1328 765 101 - 2007-10

4-16

S 0011

ZF-AS Tronic

Installation

Simple configurations

Multiple arrangements

The axles should be mounted appropriately for all


vehicle load statuses so that a precise propshaft Z
configuration (1 = 2) can be achieved.

By selecting an appropriate spider position and


varying the height of the intermediate bearing
( angle distribution), the propshaft can often be
optimized with multiple arrangements.

1
Transmission

Fig. 4.14. shows one example.


Axle

S0015

Information on this subject can be seen in Fig. 4.13.

Leaf spring suspension results from favorable Z arrangements caused by parallel axle arrangements.
Condition 1 = 2 is maintained to some extent even when
the suspension bottoms out.

Unfavorable arrangement

E =

12 + 22 32 = (13.6)

1 =9.5
h

Spring travel

2 =5

laden
empty

Transmission

3 =11

Axle movement

An oscillating axle results from unfavorable Z arrangements caused by axle oscillation movements.
Condition 1 = 2 is only satisfied in the central position.
When the suspension bottoms out, these angles cease to be
the same.

Axle

Optimized arrangement
(by changing the spider position)

E =

12 22 + 32 = (2.4)
1 =9.5
h

Oscillation travel
laden

-0+

Transmission

central position

2 =5

Axle

=11

Axle movement
S0016

Fig. 4.13 Influence of axle alignment on


propshaft defection angle

1328 765 101 - 2007-10

S0017

Fig. 4.14 Optimization of propshaft drive


by changing spider position

4-17

ZF-AS Tronic

Installation

More information

4.1.11 Torsional vibrations

Balancing:
The propshaft must be dynamically balanced
using quality level as defined in VDI Guideline
2060 (Fig. 4.15).

4.1.11.1 Permissible vibrations at transmission


input
The configuration and co-ordination of the driveline
should be such that no resonance points arise in the
operating speed range.

200
150

TMot.
100

Full
load curve
Volllastkurve
+15%
+15%

100%

80

zulssige
Permissible
Schwingungspeak
berhhungen
vibrations

16

Permissible residual imbalance per


balance body mass [gmm/kg]

250

60
40
30
300

500

700 900

1500

3000 4000

Propshaft speed n (rpm)

Fig. 4.15 Balancing quality Q 16


in accordance with VDI Guideline 2060

nMot.

S0018

Fig. 4.16 Permissible vibrations on


transmission input (input shaft)

007099

Permissible concentricity and runout errors of


connection flange:
Concentricity and
runout deviation (mm)
0.06

Centering
fit
h7

4.1.11.2 Uniformity of rotation


Permissible amplitude of rotary angle acceleration
() on input shaft and output
perm. 1 500 rad
s2

Lubrication:
The specifications issued by the propshaft
manufacturer should be noted for lubrication.
The sliding piece must be able to move easily
when under load.

1328 765 101 - 2007-10

4-18

ZF-AS Tronic

Installation

4.1.12 Bending Vibrations

4.1.14 Additional Brackets

Vertical vibrations caused by irregularities in the


road surface.

No screw connections on the ZF-AS Tronic may be


subsequently released to fit additional brackets.

The supports we recommend guarantee the


following vibration resistance:

4.1.15 Fording Ability

Permanent loading:

5 g (< 30 Hz)

Max. peak loading:

7 g (< 30 Hz)

Bending vibrations caused by propshaft and/or


engine.

CAUTION
Fording ability is not a standard feature of the
ZF-AS Tronic or the ZF-AS Tronic mid.
Versions of the ZF-AS Tronic and ZF-AS Tronic mid
(SAE2 flange version) featuring fording ability can
be supplied upon request.

The vehicle manufacturer is responsible for


configuration and co-ordination.
In order to prevent bending vibrations being caused
by the propshaft, the maximum length should be
limited to 1 500 mm. With lengths > 1 500 mm, the
propshaft manufacturer should undertake a calculation and submit this to ZF.

4.1.13 Cover / Protective Floor Panels


Appropriate cover plates should be fitted for
applications in which there is a risk of transmission
damage caused by e.g. deposits and increased dirt
levels brought about by snow, salt water, dust, and
water.
The vehicle and vehicle body manufacturers should
also ensure that all uppermost plug connections are
protected from damage (e.g. protective floor panels).

1328 765 101 - 2007-10

4-19

ZF-AS Tronic

Installation

4.1.16 Accessibility
The following parts of the ZF-AS Tronic (refer to
Figure 016859) must be accessible for identification,
test, maintenance, and repair purposes.
Type plates of the ZF range selector module / ZF
extension module (refer to drawing 6041 622 026),
transmission actuator, and transmission (refer to
installation drawing).
Oil filler plug, oil drain plug, and overflow
measurement (refer to installation drawing).
Compressed air connection at least 40 mm
clearance (for all connections).

Clearance for connector disassembly at ZF range


selector module / ZF extension module.
Vehicle end diagnosis connector (assembly
position defined by OEM);
clearance at least 80 mm (Testman pro connection).
Both speedo sensors.
All plug connectors.
In order to be able to only remove the transmission
(without the engine), at least 150 mm clearance is
needed to the rear (refer to Figure 028964).

Connector disassembly on transmission actuator


24 mm clearance.
At least 110 mm vertical clearance should also
be provided for removing and installing the
transmission actuator (refer to installation
drawing).

*Servicezwecke
Please keep theist
* Fr
installation
area clear
dieser
Aus-/Einbauraum
12

for service purposes


freizuhalten

110*

50*

150*

028964

1328 765 101 - 2007-10

4-20

ZF-AS Tronic

Installation

4.1.17 Additional Guidelines for Vehicle Body


Manufacturer

4.1.18 Vehicle Wiring

The reciprocal dependencies of the vehicle


electronics must not be destroyed by modified cable
routing (refer to system design). If fundamental
changes are undertaken to the installation and these
affect the ZF-AS Tronic, ZF installation approval
ceases to apply.

Do not bend the cables.

No other consumers may be connected on the


pneumatic supply line to the ZF-AS Tronic after the
pressure relief valve.

Avoid relative movements (chafing) between


wiring and surroundings e.g. vehicle frame.

The following should be noted in particular by


vehicle body manufacturers
Section 4.4 Electrics,
TKI 6029 705 003 Vehicle wiring,
TKI 6009 796 001 Transmission actuator
Section 4.5 Pneumatics

(Note TKI 6029 705 003 vehicle wiring)

Observe temperature range (refer to ambient


temperature section).
Do not secure to water, oil, or pressure lines.
Wiring must not be tightened hard.

Te distance between the wiring and generator


must be at least 200 mm.
Note possible EMC faults. Do not route cable near
HF lines.
Do not connect ground/earth cables to transmission.
When undertaking arc welding on the vehicle,
ensure that current does not flow through the
transmission and associated electronics.
The wiring must not be affected by work undertaken on the vehicle.
Wiring between the transmission actuator and
vehicle must be secured to the transmission
max. 200 mm downstream of the 20-pin plug
connection.
Once work near the lines has been completed, they
should be checked for damage and plugs checked to
ensure that they are fitted correctly. This also
applies to the pneumatic lines, oil lines, and water
lines (e.g. with Intarder).

1328 765 101 - 2007-10

4-21

ZF-AS Tronic
4.2

Temperatures

Temperature measuring runs are required for


approval for all ZF-AS Tronic applications. During
these runs, the temperatures gained
on rising gradients
on downward gradients
once the vehicle is parked
should be recorded in particular.
The customer must use these measurement runs to
prove that
the max. ambient temperature (on the transmission actuator)

Installation
4.2.2 Permissible Oil Temperatures
For CV applications with and without intarder, a
permanent temperature of 110 C is permitted,
measured in the transmission oil sump. Short (max.
30 min.) peaks in temperature of up to 130 C are
permitted. In total, these peak values may make up
max. 10 % of the oil change interval.
For special vehicles (cranes, fire service vehicles
etc.), we also recommend temperature measuring
runs. The same permissible temperatures as those
for normal commercial vehicle applications apply.

4.2.3 Causes of Excess Oil Temperatures

the temperature in the transmission actuator and


the permissible permanent temperature
are below the limits specified here.
Measures for reducing temperature must otherwise
be initiated.

4.2.1 Permissible Ambient Temperatures on


Transmission
Max. ambient temperature 95 C
(at distance of 50 mm from transmission)
This temperature is measured near the transmission
actuator cover.

The following points may cause the permissible


temperatures to be exceeded:
Encapsulated and noise-insulated transmission
installation.
Insufficient distance between exhaust / turbocharger and transmission.
Air cannot be exchanged with the transmission
surroundings (measures on vehicle).
Influence of heat from fitting third party retarder.
Very high and/or very low driving speed.
Oil level too high.
PTO output when vehicle is stationary.

The following measures are required:


Distance between exhaust, water pipes, and other
sources of heat and transmission: min. 100 mm.
Fit baffle plate to vehicle.

1328 765 101 - 2007-10

4-22

ZF-AS Tronic

Installation

4.2.4 Additional Transmission Cooling

A heat exchanger is connected.

If the permanent temperature in the oil sump is still


above 110 C, additional cooling is needed.

The ZF-AS Tronic has the connections needed for a


heat exchanger.
Refer to installation drawing in Section 4.1.1.

The following applications without intarder require


standard equipment of auxiliary cooling:

When connecting up a heat exchanger (WT),


the following should be noted:

Product families 3 + 4:
-

Normal applicaltion and gross vehicle weight


> 60 t
Exception:
occasional application (< 10%) up to 90 t

Vehicles with special bodies or continuous


service in extreme topographic conditions.

relatively warm climatic zones (>40 C) from 40 t


Additional transmission cooling is not required for
applications with intarder.
Product families 1 + 2:
-

Vehicles with special bodies or continuous


service in extreme topographic conditions.

Product families 3 + 4:
An external oil-water heat exchanger can either
be fitted in the factory and supplied with the
ZF-AS Tronic or retrofitted onto the ZF-AS Tronic.
In the event of subsequent attachment, painting
of the heat exchanger must not be forgotten (cf.
Section 4.7.4).
The cooling rating of the heat exchanger can be
taken from the installation drawing (refer to installation drawing + heat exchanger, Section 4.1.1).
There must be a by-pass line (by-pass valve, 1.0 bar)
upstream of the heat exchanger between the heat
exchanger inlet and heat exchanger outlet ends.
The transmission must not be operated while the
heat exchanger is not connected up.
Product families 1 + 2:
The transmission can be fitted with an integrated
heat exchanger and therefore does not need an
external by-pass valve.
Chap. 4.3 and the relevant installation drawings
should be noted with regard to filling oil and the oil
level check in conjunction with a heat exchanger.

1328 765 101 - 2007-10

4-23

ZF-AS Tronic

Installation

4.2.5 Use in Sub-Zero Temperatures


Outside temperature

Down to 20 C

20 C to 30 C

30 C to 40 C

Oil grade

in accordance with ZF-List of


Lubricants TE-ML 02

in accordance with ZF-List of


Lubricants TE-ML 02

in accordance with ZF-List of


Lubricants TE-ML 02

Engine start

Permitted

Permitted

Transmission must be
preheated before the engine
is started.

When starting,
note

Warm-up phase of at least


10 minutes, with increased
idling speed of approx.
1 500 rpm.
Transmission in Neutral

This can be done e.g. with


warm air which must not
exceed 130 C on the transmission.
CAUTION
Do not heat on the transmission and clutch actuator.

Limitations

None

At transmission temperatures
in excess of 20 C, the transmission is operable and all
functions are provided.
Longer shift times should be
expected.

At transmission temperatures
in excess of 20 C, the transmission is operable and all
functions are provided.
Longer shift times should be
expected.

NOTE
Air leakage on the transmission system will significantly increase at temperatures below 20 C. It is not sure
that the clutch can be opened for the engine to start in this temperature range.
In such a case, the engine-based starter must be able to overcome the the drag torque of the transmission in
addition to that of the engine.

4.2.6 Storing the Transmission


The transmissions may be stored at temperatures
of between 40 C and 80 C. Standard corrosion
protection remains effective for 6 months.

1328 765 101 - 2007-10

4-24

ZF-AS Tronic
4.3

Installation

Filling With Oil

4.3.2 Oil Fill Quantity


Correctly filling the oil is essential to the precise oil
volume when changing oil (refer to Chapter 4.3.4).
The volumes given in this table are only guidelines.

4.3.1 Oil Grade and Oil Change Interval


The ZF-AS Tronic transmission is supplied with an
oil fill as standard.
The oil change intervals are co-ordinated to the relevant oil qualities (refer to TE-ML 02).
We recommend that you use ZF-Ecofluid M.

When a PTO or heat exchanger (PF 3+4) is fitted,


the oil quantity in the transmission increases.
Reference is made to the oil volumes required in
the installation drawings, the technical manual for
the Intarder (ZF no. 6085 765 104) and the type
sheets for PTOs (ZF no. 1328 757 152 and
1336 757 151).

The latest edition of the List of Lubricants TE-ML 02


contains approved oils for initial and service fills
as well as the realizable oil-change intervals. The
ZF List of Lubricants can be obtained from all ZF
representations or through the Internet:
http://www.zf.com / Technical Information /
ZF List of Lubricants.

Oil quantities for ZF-ASTronic and ZF-ASTronic mid

Non-Intarder transmission

Initial fill or after repair


(dry transmission)

Oil change or oil fill at OEM

All information is approximate information in liters.


Product family 1

7.8

7.5

Product family 2

9.3

Product family 3
12-speed

12

11

Product family 3
16-speed

13

12

Product family 4
16-speed

13

12

For oil fill quantities concerning transmissions with Intarder, refer to ZF-Intarder technical manual.
Order no. 6085 765 104

1328 765 101 - 2007-10

4-25

ZF-AS Tronic

Installation

4.3.3 Draining the Oil

4.3.4 Filling With Oil

Always change the oil after a long journey while the


transmission oil is still at operating temperature and
thin.

Top up oil through oil fill aperture.


- The oil level is correct when it has reached the
bottom edge of the filler hole and/or when oil is
already escaping out of the filler hole.

DANGER!
Touching hot parts and transmission oil may cause
burns.

Remove oil drain plugs from transmission and


collect transmission oil in a suitable container
and dispose of in accordance with environmental
regulations.
PF 3+4 only: Clean oil drain plug and magnetic
plug.

CAUTION
In case of a transverse transmission installation
angle, ensure that the transverse inclination
corresponds to 0 for filling in the oil, otherwise
the oil quantities will be incorrect.
The position of oil fill apertures and the oil fill
plugs can be seen in the relevant installation
drawing (Section 4.1) and the technical manual for
the Intarder (ZF no. 6085 765 104).

Replace oil drain plug seal ring.


Tighten oil drain plugs to 60 Nm.
The transmissions of the AS Tronic families have
one or more oil drain plugs, depending on the version.
The position of these plugs can be seen in the
relevant installation drawing (Chapter 4.1) and
the technical manual for the Intarder (ZF no.
6085 765 104).

4.3.5 Oil Level Check


!

DANGER !
Too little oil in the transmission will result in transmission damage. Risk of accident!

Check the transmission oil level at regular intervals:


Check oil level when vehicle is on horizontal
ground.
Do not undertake the oil level check right after
travel (this will produce an incorrect measurement).
Only undertake the check once the transmission
oil has cooled down (< 40 C).
Remove oil fill plug.
If the oil level has fallen below the oil fill aperture,
the oil must be topped up (in accordance with
Section 4.3.4).
Tighten oil drain plug to 60 Nm.
NOTE
Whenever checking the oil level, also inspect the
transmission for leaks.

1328 765 101 - 2007-10

4-26

ZF-AS Tronic
4.3.6 General Information
Even if reference is made here and in the
aforementioned documents to particular volumes,
ensure that the oil level is correct on the transmission itself. To do this, one of the oil fill apertures
in the horizontal vehicle must be filled with oil until
the level has reached the lower edge of the fill aperture and/or oil is escaping from this fill aperture.
For Intarder applications and applications with heat
exchangers, please note that the the oil is only filled
fully once the vehicle has been moved and a second
filling process is reached (refer to technical manual
for Intarder ZF no. 6085 765 104).

Installation
4.3.7 Information about Bleeding the
Transmission
The transmission is fitted with a vent on the
transmission actuator as standard. The vent should
be protected from the ingress of large amounts of
water. The breather must be clean and must not
have its plastic cover fitted. In special applications,
such as off-road vehicles, refuse collecting vehicles
and milk collecting vehicles, which are frequently
cleaned using a jet of water, moisture or moist air
may be drawn into the vent as a result of sudden
transmission cooling, causing condensation to form
inside the transmission.
Since the proportion of water in the transmission
oil must not exceed 1 000 ppm, rather than the
standard vent, ZF recommends that a a hose-type
vent be installed in the vehicles dry compartment.
The interface on the transmission to the hose may be
supplied having been fitted in the factory. A retrofit
kit for hose venting is available under ZF number
1315 298 021 from ZF-Service.

* refer to installation drawing or operating instructions

1328 765 101 - 2007-10

4-27

ZF-AS Tronic
4.3.8 Venting by Means of Hose Line in Dry
Compartment
ZF recommends this type of venting as standard.
This provides the best possible protection for the
transmission against water ingress. When using this
form of hose venting, the oil change interval for
ECOFLUID M transmission oil increases. More
information on this can be found in the List of
Lubricants TE-ML 02.
Notes on the dry compartment and routing of the
hose:

Installation
Max. permissible hose temperature (e.g. near
exhaust pipes, exhaust turbo charger) must not be
exceeded.
End of hose lowered by approx. 150 mm.
Light width of hose of at least 4 mm.
Fording capability according to vehicle specification must be retained.
The vehicle manufacturer is responsible for the
correct fitting and routing of the hose.

Dry compartment is defined as follows:


ca. 150mm

protected against spray water


low air humidity
(Example: Engine compartment, under engine
hood)

correct
incorrect

The following should be noted when fitting the


hose (also refer to sketch):
Ensure that the hose exits the transmission vent
horizontally (use angled screw connection if
necessary).
Route hose so that it rises continuously. A siphon
effect should be avoided (see sketch).
No bends, chafing points. Route hose in the
largest radius possible.

1328 765 101 - 2007-10

023915

Fig. 4.16 Guideline for routing a hose-type


vent in the dry compartment

4-28

ZF-AS Tronic
4.4

Installation

Electrics

Range selector
Display

Additional interfaces
for ZF-AS Tronic

4.4.1 System Layout and Circuit Diagrams


The system layout contains a graphic depiction of the arrangement and networking of
all the electronic components which are
needed for the function of the ZF-AS Tronic
transmission system.
In the standard system, this not only
includes the ZF-AS Tronic electronics, the
electronics of the engine (or vehicle), ABS,
and Intarder but also the display, the ZF
selector lever, as well as ZF extension
module. Communication between the electronic systems of engine and vehicle and/or
with the ZF-AS Tronic takes place via the
vehicle CAN, defined by SAE J-1939 (other
transfer protocols upon request).
The ZF-AS Tronic communicates with the
ZF selector lever or range selector module
and the ZF extension module via another
CAN interface (ZF CAN).
The ZF display is activated by a serial data
line (Fig. 4.17)

Serial line

Rotary
switch

ZF-CAN

ZF-AS Tronic

Engine
electronics

Voltage supply
Diagnosis
Speedo signal
027621

Fig. 4.17 with ZF extension module

Range selector

Additional interfaces
for ZF-AS Tronic

Dashboard

OEM bus

Central
vehicle computer

Engine
electronics

Vehicle CAN

ZF-AS Tronic

Engine
electronics

ABS

Electronics
for
ZF-Intarder

Voltage supply
Diagnosis
Speedo signal

Fig. 4.18 with onboard computer

1328 765 101 - 2007-10

Electronics
for
ZF-Intarder

ABS

Vehicle CAN

If the vehicle is equipped with a vehicle master computer, the signals to/from the levertype range selector, display, R gear relay etc.
can be sent by it to the ZF-AS Tronic via the
vehicle CAN (Fig. 4.18).
The circuit diagram is the electrical wiring
diagram for the ZF components in the
system layout. It is used to establish the
wiring; the connectors of the ZF components are also depicted for this purpose.
If the wiring for connecting ZF components
to the transfer connector (vehicle supply
connector in E box) is supplied by ZF, then
ZF also draws up a connection diagram.

ZF extension
module

4-29

014 880

ZF-AS Tronic

Installation

Circuit and connection diagrams for ZF range


selector components
18 and 20 pin transmission actuator:
6029 713 163 circuit diagram for selector lever with
extension module

6029 713 157 circuit diagram for range selector


module with extension module

6029 713 166 connection diagram for selector lever


with extension module

6029 713 158 connection diagram for range selector


module with extension module

4.4.2 Description of Connectors


4.4.2.1Connector on Transmission
Wiring to the clutch actuator and output speed
sensor is connected to the transmission actuators
connector on the transmission.

Pin
20-pin

Pin
18-pin

Name

Explanation

This wiring falls within the scope of supply of the


transmission.

VMGA2

Analogue ground/ earth sensor supply: For output speed sensor.

ADS 1

Solenoid valve activation for clutch actuation: slow closing

ADS3

Solenoid valve activation for clutch actuation: fast closing

ADS2

Solenoid valve activation for clutch actuation: slow opening

10

10

EU1

Clutch position as analog voltage 0 5 V

11

11

EF

Speed signal from transmission output (voltage supply 24 V)

12

12

ADS4

Solenoid valve activation for clutch actuation: fast opening

15

15

AU

Voltage supply for clutch position 5 V

16

16

VM1

Ground/ Earth supply for solenoid valves.

17

17

VM2

Ground/ Earth supply for solenoid valves.

18

18

ADVP

Supply voltage for output speed sensor .*

20

VGMA1

Analogue ground/ earth sensor supply: For output speed sensor.

* This output is electrically connected to the ADVP1 output (vehicle supply connector to vehicle)

1328 765 101 - 2007-10

4-30

ZF-AS Tronic

Installation

4.4.2.2 Power Supply Connector to Vehicle


The vehicle end connector on the transmission actuator is the link to the vehicles onboard network. The
mating connector needed is shown in the connector
overview in Section 4.4.6. As an option, ZF can

Pin
Pin
20-pin 18-pin

Name

Explanation

also supply a connection cable from this connector


into the vehicles dry compartment. The requirements and purpose of the individual lines are
explained in more detail with reference to the pins.

VPI

Voltage supply term.15, 24 volts (ignition key)


(supply for computer core and communication interfaces)
fuse, at least 3 Amperes, maximum 10 Amperes

SDDK

Serial interface for communication in accordance with ISO/DIS 14230


connection for ZF diagnosis tester.

CANF2-H

ZFs own CAN interface (CAN high signal), line color: red,
interface between transmission electronics and ZF components.

VPE1

Voltage supply term.30, +24 volts, (continuous positive)


(supply for computer core and communication interfaces and digital outputs).
Once the ignition, term 15, has been switched off, the electronics are supplied via
this pin for a brief overrun period.
During this period, any error present are written into the memory and/ or the
transmission is transferred into a defined status. Once the ignition is OFF,
permanent positive (term. 30) must be retained for at least 8s to ensure the
aforementioned functions. Fuse 10 Amperes.

VPE2

redundant supply connection (refer to VPE1, pin 4)

CANF2-L

ZFs own CAN interface (CAN low signal), line color: black,
interface between transmission electronics and ZF components.

SDEF

Input frequency signal.


Redundant recording of output speed by tachograph.

CANF1-H

Vehicle CAN interface (CAN high), line color: yellow,


interface between transmission electronics and vehicle electronics
(e.g. EDC, ABS ASR, Intarder etc.)
communication interface in accordance with SAE J1939 and/or ISO 11898

SD

Serial communication interface for connection of electronic components such as


ZF display

10

10

SDP

Serial communication interface with power output stage (500mA).

11

11

ADVP1

Digital output, 24 volt, to supply ZF components such as display, warning buzzer,


and/or warning lamp.
Output remains switched on after ignition OFF incl. overrun period of transmission
electronics so that system functions remain active (e.g. warning, display, and
diagnosis functions); Imax. consumption: 390 mA
This output is electrically connected to the ADVP output, transmission end
connector.

12

12

CANF1-L

Vehicle CAN interface (CAN low), line color: green,


interface between transmission electronics and vehicle electronics
(e.g. EDC, ABS, ASR, Intarder etc.)
communication interface in accordance with SAE J1939 and/or ISO 11898

1328 765 101 - 2007-10

4-31

ZF-AS Tronic

Installation

Pin
Pin
20-pin 18-pin

Name

Explanation

13

13

CANF1-L+

2nd connection point for vehicle CAN interface (CAN low).


Allows for simple contacting as central and/or end consumer.
CANF1-L is bridged with CANF1-L+ on the PCB.
For more detailed description, refer to CANF1-L. Line color: green.

14

14

CANF1-H+

2nd connection point for vehicle CAN interface (CAN high).


CANF1-H is bridged with CANF1-H+ on the PCB.
Allows for simple contacting as central and/or end consumer.
For more detailed description, refer to CANF1-H. Line color: yellow.

15

15

CANF1-T

For configuration of CAN end consumer.


This pin is bridged (open end output resistance) for end consumer configuration
with CANF1-L+.

16

16

VM1

Ground / Earth supply 1 (route VM 1 and VM2 with separate line routing on
vehicle ground / earth star point)

17

17

VM2

Ground / Earth supply 1 (route VM 1 and VM2 with separate line routing on
vehicle ground / earth star point)

18

18

VMHF1

Connection option for possible CAN line sheathing (high frequency ground/earth)

19

VMHF2

Connection option for possible CAN line sheathing (high frequency ground/earth)

20

VM3

Ground / Earth supply 3 (redundant to VM1 and VM2)

4.4.3 Power Supply Voltages


Nominal voltage for power supply UN: 24 V DC
Perm. operating voltage:
Overvoltage resistance:

1328 765 101 - 2007-10

18 - 32 V DC
36 V, 40 C 1h

4-32

ZF-AS Tronic

Installation

4.4.4 CAN Bus Installation


The vehicle manufacturer is responsible for the CAN
bus installation!
The vehicle end connector on the transmission actuator can be used to integrate the ZF-AS Tronic into
all known CAN bus topologies (linear CAN connection, non-linear CAN connection).
Experience has shown that an unsheathed twisted
CAN line (twisted pair) is sufficient for most
applications.

Linear CAN connection (no tap lines)


refer to Fig. 4.19
From todays standpoint, an economically and
technically (EMC aspects) good solution, relatively
insensitive to faults, even with high transfer rates
(500 kb) the linear connection is relatively insensitive to faults.

R1

The non-linear connection is more sensitive to


faults, but a simpler form of CAN network.
Here, what is commonly referred to as a tap line is
formed between node point (point B) and electronics
(point A).
This tap line must not exceed the maximum length
defined in the standards (refer to standards
SAE J 1939, ISO/DIS 11898).
If there are deviations from the maximum specified
lengths, transfer faults may occur (e.g. when using
terminal testers or intermediate cable kits etc.).

Line version
The line version must also be designed in accordance with existing standards (SAE J 1939 and/or
ISO/DIS 11898), which specify twisted and/or
twisted + sheathed.

The ZF transmission system supports this type of


CAN connection. The CAN lines are piped within
the TCU (2 connections each for CAN_H and/or
CAN_L).

Electronics
A

Non-linear CAN connection


(tap line not linear)
refer to Fig. 4.20

Electronics
B

CAN_H

CAN_H+

CAN_L

Electronics
n

R1*

CAN_L+

CAN_H
014881

CAN_L

Fig. 4.19

* R1: Bus terminal resistance

Electronics
A

Electronics
B
Point A

Electronics
C

Electronics
n

Point A

R1

R1*

CAN_H
Point B

CAN_L
014882

Point B

Fig. 4.20

1328 765 101 - 2007-10

* R1: Bus terminal resistance

4-33

ZF-AS Tronic

Installation

Bus terminal resistance


The transmission control unit (TCU) has an integrated bus terminal resistance which can be activated
via the wiring on the electronics connector.
The electronics can therefore be used as CAN BUS
end consumers and/or as central consumers.
If the transmission electronics are produced as
CAN BUS end consumers, the line bridges in the
electronics connector (vehicle power connector)
must be used as shown in Fig. 4.21 (bridge from
PIN 13 to PIN 15).

Vehicle wiring

TCU
8 CANF1-H

14 CANF1-H+

CAN_H
Terminating
resistor

CAN_H
free

120
Ohm
15 CANF1-T

13 CANF1-L+
CAN_L
HF-ground

12 CANF1-L

CAN_L

18 VMHF1

HF-ground opt.

19 VMHF2

HF-ground opt.

028965_en

Fig. 4.21 Transmission electronics as CAN BUS end


consumer

If the transmission electronics are produced as CAN


BUS central consumers, this power bridge is not
used, see Fig. 4.22.

1328 765 101 - 2007-10

4-34

ZF-AS Tronic

Installation

Vehicle wiring

TCU
CAN_H
Terminating
resistor

8 CANF1-H

CAN_H (TCU A)

14 CANF1-H+

CAN_H+ (TCU B)

120
Ohm
15 CANF1-T

CAN_L

free

12 CANF1-L

CAN_L (TCU A)

13 CANF1-L+

CAN_L+ (TCU B)

18 VMHF1

HF-ground opt.

19 VMHF2

HF-ground opt.

HF-ground

Fig. 4.22 Transmission electronics as CAN BUS central consumer

4.4.5 Quality Requirements of Wiring


A distinction is made between two fundamental
installation situations.
1. Wiring which is routed in the cab and/or in the
vehicle frame.
2. Wiring which is routed on the ZF unit and/or
directly next to the unit or engine. More stringent
requirements apply here in terms of temperature,
mechanical properties, resistance to media.
If the cable from the power supply connector
(on the transmission actuator) is produced by the
vehicle manufacturer, then technical customer
information TKI 6029 705 003 should be noted.

Routing and securing


Wiring in the vehicle should be routed so it
a) is not damaged
b) can be accessed at any time

1328 765 101 - 2007-10

028966_en

The wiring should be routed and secured in a protected part of the vehicle. The cable must be secured
at a maximum of 20 cm downstream of the transmission power supply connector. Loose hanging
wiring is not permitted.
The connectors must not be tightened down too
firmly. Ensure that the connectors and mating
connectors are compatible and snapped in.
Also ensure that there are no relative movements,
e.g. between vehicle frame and transmission, which
damage the wiring.
The securing material must be selected ensuring that
the wiring is neither squashed nor damaged or
pre-damaged in any way.
CAUTION
A sufficient distance should be maintained from
sources of heat, such as exhaust, heat exchanger
etc. and/or thermal protection should be fitted.
Other techn. requirements can be found in
TKI 6029 705 003.

4-35

ZF-AS Tronic

Installation

4.4.6 Connector and Mating Connector Designations


Connector

Use

Type

Manufacturer ZF Number

Manufacturer no.

CKD no.

Protection class

X1

Transmission
actuator (TCU)

20-pin bush

Kostal

6029 201 675

Connector housing: 09432001


Bush contact: 22124472200
Seal: 10800444521
Blind plug: 10800472632
Flapped part Schlemmer:
0501.318.143

6029 199 090

IP 67/ 69

X1

Transmission
actuator (TCU)
Special version

18-pin bush

Kostal

6029 201 752


0501 317 367

Connector housing: 09432691


Bush contact: 22124472200
Seal: 10800444521
Blind plug: 10800472632

6029 199 125

IP 67/ 69

X5

Display

6-pin bush JPT AMP

6029 201 367

Connector housing: 929504-2


Contact bush: 927771-3

6029 199 109

Refer to 6-pin
connector MNL

Connector housing: 350780-1


Contact pin: 926887-1

6029 199 028

Refer to 6-pin
connector MNL

Contact bush: 927771-3


Connector housing: 929504-3

6029 199 108

Refer to 6-pin
connector MNL

6029 199 027

Open connector
system;
No details for
protection class

6029 199 092

Refer to 6-pin
connector MNL

X5
X5

Display
Display

4-pin
AMP
connector MNL

6029 201 130

8-pin bush JPT AMP

6029 201 676

X21

Diagnosis

6-pin
AMP
connector MNL

6029 201 121

Connector housing: 926682-3


Contact pin: 926887-1

X21

Diagnosis
Mating connector

6-pin bush MNL AMP

6029 201 120

Connector housing:350715-1
Contact bush: 926882-3

X2a

ZF selector lever
15-pin bush
(with integr. E module) MCP 3-row

AMP

6029 201 798

Connector housing: 1-967623-1


Contact bush: 927771-3

Open connector
system;

X2b

ZF selector lever
9-pin bush MCP AMP
(with integr. E module) 3-row

6029 201 677

Connector housing: 1-967621-1


Contact bush: 927771-3

No details for
protection class

X36a

Range selector module 18-pin bush


MCP 3-row

AMP

6029 201 802

Connector housing: 8-968974-1


Contact bush: 1-968849-1

Open connector
system;

X36b

Range selector module 15-pin bush


MCP 3-row

AMP

6029 201 803

Connector housing: 8-968973-1


Contact bush: 1-968849-1

No details for
protection class

X50a

Extension module

18-pin bush
MCP 3-row

AMP

6029 201 802

Connector housing: 8-968974-1


Contact bush: 1-968849-1

Open connector
system

X50b

Extension module

15-pin bush
MCP 3-row

AMP

6029 201 803

Connector housing: 8-968973-1


Contact bush: 1-968849-1

No details for
protection class

A11/A14

Output sensor

4-pin bush DIN AMP


bayonet Angle

6029 201 758

Connector housing: 1-967325-1


Bush contact: 0-929974-1
Seal: 828920-1
Blind plug: 828922-1
Company Dorn:
Cap: ZF Nr.:6029 301 097
Locking clamp: ZF Nr.:0501 317 912
Locking clamp: ZF Nr.:0501 318 528
Socket: ZF Nr.:6029 301 099
6029 199 114

IP 67/ 69K

S12

Neutral switch

4-pin bush DIN AMP


bayonet Angle

6029 201 756

Connector housing: 1-967325-3


Bush contact: 0-929974-1
Seal: 828920-1
Company Dorn:
Cap: ZF Nr.:6029 301 097
Locking clamp: ZF Nr.:0501 317 912
Locking clamp: ZF Nr.:0501 318 528
Socket: ZF Nr.:6029 301 099
6029 199 112

IP 67/ 69K

X17

Main power system


junction

22-pin bush JPT AMP


2-row

6029 201 336

Connector housing: 929504-7


Contact bush: 927771-3

6029 199 043

Refer to 6-pin
connector MNL

X17 A
Main power system
Mating connector junction

22-pin connec. AMP


JPT 2-row

6029 201 354

Connector housing: 929505-7


Pin contact: 928930-5

6029 199 025

Refer to 6-pin
connector MNL

X18

18-pin bush
JPT 2-row

6029 201 361

Connector housing: 929504-6


Contact bush: 927771-3

6029 199 084

Refer to 6-pin
connector MNL

Connector housing:929505-6
Pin contact: 928930-5

6029 199 026

Refer to 6-pin
connector MNL

Connector housing: 929504-2


Contact bush: 927771-3

6029 199 109

Refer to 6-pin
connector MNL

Connector housing: 926682-3


Contact pin: 928930-5

6029 199 110

Refer to 6-pin
connector MNL

Connector housing: 929504-6


Contact bush: 927771-3

6029 199 084

Refer to 6-pin
connector MNL

Connector housing:929505-6
Pin contact: 928930-5

6029 199 026

Refer to 6-pin
connector MNL

Main power system


junction

AMP

X18 A
Main power system
Mating connector junction

18-pin connec. AMP


JPT 2-row

6029 201 365

X18 A
Main power system
Mating connector junction CAN

6-pin bush JPT AMP


2-row

6029 201 367

X18 A
Main power system
Mating connector junction CAN

6-pin connector AMP


JPT 2-row

6029 201 366

X19

18-pin bush
JPT 2-row

6029 201 361

Cab junction

X20 Mating
Cab junction
connector to X19
1328 765 101 - 2007-10

AMP

18-pin connec. AMP


JPT 2-row

6029 201 365

4-36

ZF-AS Tronic

Installation

4.4.7 Other Electrical Interfaces on the


ZF-AS Tronic

4.4.7.2 Speedo Sensor


There is an output speed sensor on the ZF-AS Tronic
which provides the tachographs with the relevant
signal (refer to installation drawing).

4.4.7.1 Neutral Switch (S12)


The transmission neutral switch (S12) is located on
the transmission in position G32 (refer to installation
drawing). The starter current circuit is connected
with the transmission neutral switch via relay E17 so
that the engine cannot be started when a gear is
selected.
If the transmission is mechanically in Neutral, the
neutral switch contact is closed.
One neutral switch is available for the ZF-AS Tronic:
Switch: Ref. 0501 215 297
(bayonet connection in accordance with
DIN 72585)

Speedo sensor (standard)


Drawing number

0501 210 854

Order number for


Screw-in length 19.8 mm
- product families 3 + 4 with Intarder
- product families 1 + 2 general

0501 210 855

Order number for


0501 210 859
Screw-in length 90 mm
- product families 3 + 4 without Intarder

Comments:
If the Neutral signal is delivered by CAN, the
mechanical neutral switch is not needed.
This variant is recommended by ZF.

G32

A KITAS speedo sensor is available as an option.


This is needed for all TCO tachographs (CANcapable).

Speedo sensor (KITAS II)


Drawing number

0501 214 767

Order number for


Screw-in length 19.8 mm
- product families 3 + 4 with Intarder
- product families 1 + 2 general

0501 214 768

Order number for


0501 214 769
Screw-in length 90 mm
- product families 3 + 4 without Intarder

1:1

BAJONETTANSCHLUSS DIN 72585-A1-2.1-A G/K1


BAJONET CONNECTION

39
1.5

23.6

1
2

SW27
W.A.F.

Fig. 4.23 Switch: Drawing no.:


0501 215 297

1328 765 101 - 2007-10

027564

4-37

ZF-AS Tronic

Installation

4.4.8 CAN Signals

4.4.9 EMC Compatibility

ZF TKI 1328 761 005 contains descriptions of the


requirements of the external signals needed to
operate the ZF-AS Tronic; it also contains descriptions of the signals which are transmitted by the
ZF-AS Tronic. The quality, and accuracy as well as
(if necessary) the repeat rate needed (CAN) are also
defined for each external signal.

The E1 certificate issued by the Federal Vehicle


Registration Authority can be requested from ZF.

Most of the signals requirements correspond to


those defined in SAE J 1939.
The ZF-AS Tronic only expects deviating, higher
repeat rates for a few signals.
In line with the present development level, these are
the accelerator pedal position (with idling switch)
the wheel speeds from the ABS.
The signal specification of the TKI 1328 761 005
must be confirmed by the vehicle manufacturer.
Deviations from these should be agreed upon in a
special manner.
The following characteristics must be observed in
addition to the requirements described in the signal
specification:
Brake pressure on the wheel.
As soon as the vehicle experiences retardation, i.e.
braking action, there must be a foot brake signal.
In other words, at a braking pressure of 0.2 +
0.2 bar on the wheel, the foot brake signal must be
set and should then drop back below this value.
Accelerator:
The characteristics of the accelerator have a
significant impact on the maneuvering and setting
off characteristics of a vehicle with an AS Tronic
transmission system! (Accelerator replaces clutch
pedal ! The following should therefore be noted:
- The idling switch signal should drop at 4 + 2% of
the accelerator.
- The kickdown signal should be present at >100%
of the accelerator position with a pressure point
that can be clearly felt.

1328 765 101 - 2007-10

4-38

ZF-AS Tronic
4.5

Installation

Pneumatics
In example 1, the air supply for the braking
system takes priority over the shift system, since
an relief valve (> 5 bar) is mounted in front of the
ZF-AS Tronic air circuit.
The pressure level set on the relief valve must
however be less than the pressure level of the
relief valves in the 4-circuit protection valve for
the auxiliary consumers.

The quality of the air supplied to the ZF-AS Tronic


system is very important for vehicle availability. The
same requirements as those placed on the braking
systems therefore apply to air quality and air line
versions.
The air supply for the ZF-AS Tronic system can be
connected up the vehicles air system, either
upstream of the 4-circuit protection valve (example
1), or downstream of the 4-circuit protection valve
on the auxiliary consumer circuit (example 2). The
following should be noted here:

In example 2, the air supply for the ZF-AS Tronic


takes priority over the other auxiliary consumers
since this is mounted upstream of a relief valve
(> 5 bar).

Example 1

4-circuit
protection
valve

Compressor
Air drier

Overflow
valve 5 bar*
Transmission
actuator with
pressure sensor

D-I = 9 mm

20 L

Clutch
actuator

Non-return valve
D-I = 9 mm
max. 4 m

* The pressure level set on the relief valve MUST be less than the pressure level of
the relief valves in the 4-circuit protective valve for the auxiliary consumers.

Example 2
4-circuit
protection
valve

Compressor
Air drier

Transmission
actuator with
pressure sensor

D-I = 9 mm

20 L
Clutch
actuator

Non-return
valve
D-I = 9 mm
max. 4 m

Auxiliary
consumer

014885 / 014886

Fig. 4.24
1328 765 101 - 2007-10

Overflow
valve
5 bar

4-39

ZF-AS Tronic

Installation

Air reservoir

Air lines

A separate air reservoir is fitted for the ZF-AS Tronic


and is protected by a pressure relief valve. Other
consumers must not be connected up to this
compressed air circuit with the exception of the
ZF-Intarder.
The pressure relief valve prevents the pressure in
the air reservoir from falling when there is a leak or
insufficient air in the rest of the air system.
Minimum volume of air reservoir:
ZF-AS Tronic
10 dm3
ZF-AS Tronic + IT 20 dm3

The air lines from the ZF-AS Tronic air reservoir to


the transmission actuator and clutch actuator must
have a nominal width (interior diameter) of at least
9 mm. Maximum lengths of 4 m must not be
exceeded.

Air pressure

Air dryers which emit alcohol or other substances


into the air system which may have a negative
impact on sealing materials are not authorized.

Supply pressure needed 8 -12.0 bar downstream of


air drier.
To ensure that sufficient shifts can be undertaken
when there is insufficient air, ZF-AS Tronic has to be
supplied with a supply pressure of at least 8 bar.
The transmission actuator uses an integrated
pressure reducing valve to reduce the air pressure to
7 bar of shift pressure to preserve the shift elements
and to achieve constant shift characteristics.
Reliable shifting and connection of the shift system
is ensured with a shift pressure of 7 bar.
Shift pressure

Supply pressure

Air quality
The compressed air made available to the vehicle
must be cleaned, dried and free of condensate.
Air particle filter: 40 microns mesh width.

Maximum permissible water content of compressed


air: 15 % (relative air humidity).
Ambient
temperature [C]
-20
-10
0
10
20
30
40

= Pressure in transmission
actuator downstream of
pressure relief valve
= Pressure in air reservoir

Water content
[g/m3]
0.136
0.332
0.726
1.41
2.6
4.55
7.66

Pressure display / warning


Air consumption
Air displacement volume needed:
At least 5 dm3/min at 8 - 10 bar.
The vehicle air system should be designed so that at
least the aforementioned volumetric flow of air is
made available to the ZF-AS Tronic air circuit alone.
This assumed requirement is based on the consumption needed for 9 shifts and 1 starting process
(ignition on with clutch actuator calibration) per
minute.

1328 765 101 - 2007-10

A pressure sensor is integrated in the transmission


actuator and provides the driver with a warning
when the pressure level of the shift pressure falls
below 5.8 bar. This information is shown on the ZF
display (AL) and/ or can be sent to the CAN as a
message.

DANGER!
If gear shifts are undertaken with insufficient air
pressure, the transmission may remain in Neutral so
that there is no direct drive and no engine brake
effect.

4-40

ZF-AS Tronic
4.6

Installation
If ZF expressly refuses to issue approval for a third
party retarder, then ZF assumes no warranty or liability for this unit combination, or for the functional
and operating safety of the entire system.

Auxiliaries

4.6.1 ZF-Intarder
The ZF-Intarder cannot be retrofitted. The ZFIntarder must always be taken into consideration
when ordering the transmission.

4.6.3 ZF Power Take Off Units (PTOs)


For ZF-Intarder applications, particular attention
should be paid to the peripheral parts such as the
fitting of electronics, wiring, and cooler connection
at the water end. The pulse count of the speedo
sensor changes slightly to that of applications
without an Intarder.

ZF PTOs can either be fitted in the factory when the


transmission is supplied, at a later date by the vehicle manufacturer or in the end customers complete
vehicle.

Installation instructions and interface descriptions


can be found in the ZF-Intarder technical manual
(ZF no. 6085 765 104).

The type sheet for ZF PTOs, ZF nos. 1328 757 152


(PF3+4) and 1336 757 151 (PF 1+2) provides
information on the selection of ZF PTOs available.
The fitting specifications have to be drawn up in
conjunction with ZF and the vehicle manufacturer.

The exchange of signals needed with the


ZF-AS Tronic via the CAN bus is taken into
consideration in the ZF-Intarder electronics
software.

Particular mention should be made here of the


fact that when a PTO is mechanically fitted, the
electronics in the ZF-AS Tronic need additional
programming to guarantee the operating safety of
the system in conjunction with the automated
clutch. When the vehicle manufacturer is fitting the
PTO, the technical data set should be clarified with
the technical sales team. When retrofitting on
supplied vehicles, this is undertaken by the ZF
service center. If a PTO is fitted without the ZF
fitting instructions (e.g. electronics program modification) being observed, then ZF assumes no
warranty for this unit combination, the functional
and operating safety of the entire system.

Special features of oil fills for the ZF-AS TronicIntarder combination can be found in the ZFIntarder technical manual (ZF no. 6085 765 104).
Initial installation of a ZF-AS Tronic and ZF-Intarder
system combination must be commissioned and
approved by ZF.

4.6.2 Third Party Retarder


If third party retarders are fitted, the ZF technical
sales team must always contacted. Requirements
relating to the mechanical, pneumatic, and electrical
interfaces and the exchange of signals with the
ZF-AS Tronic must be coordinated. If necessary, the
system safety of the entire unit must also be taken
into separate consideration and a vehicle entire system FMEA undertaken by the vehicle manufacturer.

1328 765 101 - 2007-10

The peripherals (wiring harness etc.) needed for the


ZF PTOs have to be ordered from the vehicle
manufacturer. If retrofitting on a vehicle which has
already been supplied, the ZF service centers will
assist.

4-41

ZF-AS Tronic

Installation

4.6.4 Third Party PTOs

4.7

Transmission Installation on Assembly Belt

If third party PTOs are fitted, the ZF technical sales


team must always contacted. Requirements relating
to the mechanical, pneumatic, and electrical interfaces to the ZF-AS Tronic must be coordinated. If
necessary, the system safety of the entire unit must
also be taken into separate consideration and a
vehicle entire system FMEA undertaken by the
vehicle manufacturer to guarantee the operating
safety of the system in conjunction with the automated clutch.

4.7.1 Transport
Only the lugs fitted on the transmission mounting on
housings 1 and 3 may be used for transport purposes.

If ZF expressly refuses to issue approval for a PTO


produced by another company, then ZF assumes no
warranty or liability for this unit combination, or for
the functional and operating safety of the entire
system.

019529

ZF-AS Tronic

4.6.5 Heat Exchanger


External oil-water heat exchangers can either be
fitted in the factory when the transmission is
supplied or by the vehicle manufacturer.
In the event of subsequent attachment, painting of
the heat exchanger must not be forgotten (refer to
Section 4.7.4).
The assembly specification and positioned assembly
drawing should be noted!
refer to installation drawing + heat exchanger,
Section 4.1.1 and additional cooling, Section 4.2.4

019530

ZF-AS Tronic mid

The transmission must not be suspended from its


input shaft (e.g. during transport) (because this
would damage bearings and splines).
The ZF-AS Tronic must also not be suspended in
slings for transport purposes.
CAUTION
If the transmission is flange-mounted to the engine,
no transport attachments must be fitted to the
transmission. The lugs are only configured for the
weight of the transmission.
ZF is not liable for transmission components being
damaged through incorrect transport.

1328 765 101 - 2007-10

4-42

ZF-AS Tronic

Installation

4.7.2 Supplying the Main Transmission


Depending on customer requirements, the
ZF-AS Tronic is supplied as follows:
With the highest gear selected
In Neutral

This results in the following assembly sequence:


The guide pipe must be free of grease.
Remove corrosion protection from input shaft
spline and grease (with approved grease following clutch manufacturer specification).
Slide clutch disc onto input shaft spline.
Remove clutch disc and wipe off surplus grease.

4.7.3 Corrosion Protection


We recommend coating the ZF-AS Tronic with
standard anti-corrosion inhibitor. In special
applications with a high risk of corrosion (e.g. snow
clearing ), special anti-corrosion protection
measures are needed and can be defined on request.

The ZF-AS Tronic is supplied painted in black as


standard. If the customer would like to paint the ZFAS Tronic himself, this must be done in accordance
with ZF specification:

Product families 3+4


Transmission solo
Transmission with intarder
Heat exchanger on the left
Heat exchanger on the right

Align transmission so that the input shaft is


aligned with the pilot bearing.
Before installing the transmission, ensure that
the ends of the load-bearing rings are hooked
onto the pressure plate.

4.7.4 Subsequent Paintwork

Product families 1+2

Fit driver disc and pressure plate on flywheel


housing without grease (use mandrel etc. to
centre pressure plate never use input shaft for
this purpose).

0000 702 371


0000 701 972
0000 701 973
0000 701 974

Carefully guide input shaft into hub of clutch


disc.
Secure transmission to flywheel housing.
Remove cover from underside of housing 1.
Secure release bearing in load-bearing ring by
using a lifting tool (pry bar) to pressure the lower
end of the release fork towards the transmission
output. This pushes the upper end of the release
fork towards the engine until it snaps into the
load-bearing ring.

The customer must confirm that this is the case.


You must be able to
feel and hear the fork
snapping into place.

4.7.5 Assembly of Engine, Clutch, and


Transmission
The ZF-AS Tronic is supplied with a release
bearing.
CAUTION
All parts (apart from the input shaft spline) must
not be greased at a later date. The guide pipe in
particular must remain free of grease.
Do not touch the clutch disc lining.

018495

By pressing the fork towards the engine, check


whether the connection has snapped in correctly.
Secure cover back onto underside of housing 1.

1328 765 101 - 2007-10

4-43

ZF-AS Tronic

Installation

4.7.6 EOL Programming

Documentation of EOL (End Of Line) programming

The ZF-AS Tronic software can be programmed by


the vehicle manufacturer to reduce supply and/or
service variants of the ZF-AS Tronic.

The delivery status of the ZF-AS Tronic is documented by ZF using the vehicle manufacturers
order number.

For the EOL (end of line) programming of


ZF-AS Tronic-specific vehicle variants outside the
ZF organization, the vehicle manufacturer and ZF
must agree on the program variants needed as well
as the documentation, production, and service
process requirements.

All EOL programming/parameterization actions and


modifications taking place outside the ZF organization and during the service life of the transmissioncontrol unit (TCU) must be understandable for ZF.
A database is used for ZF documentation. The
vehicle manufacturer ZF transfer of data should
be defined using appropriate procedures.

Transmission software must be adapted to the vehicle configuration.


This may be done by means of signal exchange
between transmission control unit (TCU) and the
vehicle control unit(s) or through EOL parameterization performed by the vehicle manufacturer or ZF.
Adaptation of the transmission software to the
vehicle configuration is defined in accordance with
the application.
The ZF-AS Tronic is programmed using serial data
transfer.

1328 765 101 - 2007-10

ZF-AS Tronic-specific data which has to be documented by ZF is discussed with the OEM.

ZF external programming equipment


ZF-AS Tronic-specific data present for EOL
programming has to be forwarded to ZF.
A standardized procedure should be defined for
this purpose.

4-44

ZF-AS Tronic

Installation

4.7.7 Delivery Check


A form is available for the delivery check.
The ZF-Testman pro diagnosis tool (refer to Section
3.5) assists the delivery check process by means of
special test stages:
Testing while vehicle is stationary.
Testing during test run.
Interrogation of error memory.
Agreement should be reached on ZF training the
assembly staff by the start of production.

027587

Fig. 4.25 Form OEM supply check

1328 765 101 - 2007-10

4-45

ZF-AS Tronic
4.8

Installation

Additional Information

4.8.1 Operation

Safety Instructions
The following safety instructions appear in this manual:

Depending on the manufacturer and vehicle type,


you may have controls and operating processes
other than those described in this manual.
This manual contains descriptions for the ZF selector lever with integrated E-module (Chap.2.4.1.1).

NOTE
Refers to special processes, techniques, data, etc.
CAUTION
This is used when incorrect, unprofessional
working practices could damage the product.

DANGER!
This is used when lack of care could lead to
personal injury or material damage.

DANGER!
The vehicle must not be left with the engine
running and a gear selected.
Gears cannot be selected if there is no engine
function (e.g. no fuel), transmission selects
Neutral. Engine brake and steering assistance
will fail during travel.

4.8.1.1 Starting Engine

Apply parking brake.


THREATS TO THE ENVIRONMENT !
Lubricants and cleaning agents must not be
allowed to enter the soil, ground water, or
sewage system.
Ask your local environment agency for safety
information on the relevant products and
adhere to their requirements.
Collect used oil in a suitably large container.
Dispose of used oil, dirty filters, lubricants,
and cleaning agents in accordance with
environmental protection guidelines.
When working with lubricants and cleaning
agents always refer to the manufacturers
instructions.

Turn rotary switch to N


(transmission in Neutral).
Switch ignition ON.

023867

Shift system self-check


(display shows CH ).
Start engine.

024367

Self-check complete.
N appears on display,
transmission is in Neutral.
024369

NOTE
Gears cannot be selected when engine is stationary.

1328 765 101 - 2007-10

4-46

ZF-AS Tronic

Installation

4.8.1.2 Setting Off, Forward Travel

4.8.1.3 Maneuvering

Start engine (refer to 4.8.1.1).

Maneuvering mode is available for extremely slow


travel (e.g. connecting and/or disconnecting a semi
trailer or trailer).
In maneuvering mode, the vehicle (accelerator) is
more sensitive and clutch activation differs from
how it is in normal mode.

Turn rotary switch from R to D .


Automatic mode is activated.
The display shows the
starting gear selected.
(The system selects the
starting gear itself, clutch
remains separated.)

024376

Depress accelerator and at the same time release


the parking brake.

DANGER!
The vehicle may start to roll away even if you do not
depress the accelerator.

4.8.1.3.1 Maneuvering via the accelerator pedal


with rotary switch in D or R position
The system recognizes maneuvering mode from the
accelerator position and the low traveling speed.
The first 2 forward gears and both reverse gears
are available for maneuvering (depending on the
vehicle, possibly only 1st gear and one R gear).
Maneuvering mode does not engage in other gears.

Vehicle sets off (clutch closes automatically).


1st gear and RL
DM

D N R RM

Hill start
DANGER!
Select gear, only release parking brake once
accelerator has been depressed otherwise the
vehicle will roll backwards.

D N R RM
DM

Unlimited maneuvering period.


The CL display appears when the
clutch is overloaded.
CAUTION
If the driver does not respond to
the CL display, the clutch may be
damaged from overload.

027515

Starting gear correction


2nd gear and RH
The driver can correct the starting gear proposed by
the system.

DM

D N R RM

D N R RM

Press control lever in /


tion.

DM

Undertaking correction:

or + / + direc-

The display shows the starting gear selected.

1328 765 101 - 2007-10

027516

4-47

Maneuvering only possible until


CL is reached.

! DANGER!
If the driver does not respond to the
CL display, the system changes
from maneuvering mode to setting
off.
The vehicle may accelerate.
Risk of accident!

ZF-AS Tronic

Installation

DANGER !
The system changes from maneuvering mode to setting off depending on the accelerator position and
vehicle speed.
The vehicle may accelerate.
Risk of accident!

4.8.1.4 Moving off Downhill


Requirements: Engine is running
If the parking brake is released when a gear is
selected and the vehicle rolls off, the clutch automatically closes without the driver having to press
the accelerator.

4.8.1.3.2 Maneuvering acc. to rotary switch


position DM or RM
The system recognizes the maneuvering mode
according to the position of the rotary switch.
1st gear and 1st R gear are available for maneuvering.
In this maneuvering mode, the entire accelerator
pedal travel can be used.
To quit this mode, the rotary switch needs to be
switched to position D , N , or R .

DANGER!
When the vehicle moves off without a gear
selected rotary switch in position N
the engine brake will not work!
Do not allow vehicle to roll in direction opposite
to that of the gear selected.

If the vehicle rolls forwards transmission in


Neutral once the brake has been released and you
shift from N to D , the system selects a gear
appropriate for the driving speed. The driveline is
therefore closed.

D N R

4.8.1.5 Changing Operating Mode:


Manual / Automatic

Unlimited maneuvering period.


The CL display appears when the
clutch is overloaded.

D N R
M

1st gear and RL

CAUTION
If the driver does not respond to
the CL display, the clutch may
be damaged from overload.

Can be undertaken at any time, even during travel.

A/M

Changing operating mode from manual to


automatic
Press control lever to the left.
Changing operating mode from automatic to
manual.
Press control lever to the left or press
control lever in + / + or /
direction.
Depending on the vehicle, the system may
automatically return to Automatic operating
mode after a certain time.

1328 765 101 - 2007-10

4-48

ZF-AS Tronic

Installation

4.8.1.6 Changing Gear

4.8.1.7 Reverse Travel


!

Changing gear in Automatic operating mode.

DANGER!
If the vehicle is rolling, a shift is not made into
reverse gear!
Immediately bring the vehicle to a standstill.

All upshifts and downshifts are undertaken


automatically.
This depends on: Drive resistance
Loading
Accelerator position
Velocity
Engine speed
The gear display appears on
the display during travel as a
number.

Select reverse gear:

024376

Vehicle must be stationary.


Turn rotary switch to R or RM .
R or RM appears on the display
(clutch remains separated).
Depress accelerator and release brake at the same
time (clutch closes automatically).
Vehicle travels backwards

Changing gear in Manual operating mode


Change in direction of travel.
Press control lever in + / + or /
direction.
+/
change by one gear step
+ / change by two gear steps

Reverse travel R/RM to forwards travel D/DM


and vice versa.
Turn rotary switch from R/RM to D/DM .

The shift system exits the Automatic operating mode


when a manual shift is undertaken.
If you press the control lever to the left, Automatic
operating mode is again activated.

DANGER!
Changing direction of travel by moving the rotary
switch from R/RM to D/DM and vice versa may
only be undertaken when the vehicle is stationary,
otherwise the transmission shifts to Neutral.
The display is definitive for the direction of travel
selected in the transmission.

NOTE
You can shift from any gear to Neutral at anytime
using the rotary switch. This shift request takes
priority over other requests.
The accelerator position must not be changed during the shift process because the engine is controlled electronically.
A shift command is not undertaken if the shift
would result in the max. permissible engine speed
being exceeded.

DANGER !
Shifts to Neutral can also be made during travel. If a
shift is made to Neutral, the driveline is interrupted.
The engine brake then no longer functions.

1328 765 001 - 2005-02

4-49

ZF-AS Tronic
4.8.1.8 Engine Brake
!

DANGER!
The engine brake function is interrupted during the
gear shift. The vehicle may accelerate when traveling
downhill.

Manual operations
The engine brake is deactivated by the system
during gear shifts. Once the gear shift is complete,
the engine brake is automatically reactivated.
Automatic operation
By activating the engine brake, the system downshifts so that maximum braking torque is reached.

4.8.1.9 Stopping
With the accelerator untouched, slow down the
vehicle using the service brake until it reaches a
standstill.
The clutch opens automatically before the vehicle
reaches a standstill so that the engine does not
stall.
If the vehicle is going to be stationary for long
periods of time, we would recommend selecting
the Neutral transmission position.
Always engage the service or parking brake when
the vehicle is stationary.

DANGER!
When the vehicle is stationary with the engine
running and a gear selected, you need simply press
the accelerator in order to move the vehicle!
Before leaving the vehicle with the engine running,
the transmission must be shifted into Neutral and
the parking brake engaged.
Activating the parking brake during travel and on a
smooth surface may bring the engine to a
standstill. Steering assistance is then no longer
available!

1328 765 101 - 2007-10

Installation
4.8.1.10 Switching Off Engine / Stopping Vehicle

Bring the vehicle to a complete stop.


Apply parking brake.
Move rotary switch to N Neutral.
Switch off engine via ignition key.
Place chocks under wheels (e.g. on slopes).

DANGER !
The engine cannot be switched off if a gear is
selected.
The vehicle may roll away if no brakes are engaged.
Engage parking brake.

NOTE
If the transmission is not shifted to Neutral before
the engine is switched off, this is done automatically
when the ignition is moved to Off .

4.8.1.11 Towing
The vehicle can be towed with a flange-mounted
propshafts or a stub shafts. To this end, the following
conditions must be satisfied:
Ensure that the high range change group is
activated. To this end, the secondary conditions
to be satisfied are as follows:
1. Ensure current and air supply.
2. Switch the ignition ON (wait check phase).
3. No error message appears. Therefore, it is
ensured that the high range change group is
activated.
No gear is engaged in the main transmission.
Towing distance of max. 100 km.
The max. permissible towing speed depends
on the rear axle ratio and the tire dimension as
described in Fig. 4.26 on the diagram. The
respective national specifications have to be
taken into account with regard to the max.
permissible towing speed.

4-50

ZF-AS Tronic

Installation

[i Axle]
10.0

4.8.1.12 Tow Starting

9.0

The engine cannot be tow started.

Rdyn 0.7m

8.0

Rdyn 0.6m e.g. F24

7.0

Rdyn 0.5m e.g. 275/80 R22

6.0
5.0
4.0
3.0
2.0
10

4.8.1.13 Clutch Protection


Rdyn 0.4m e.g. 245/70 R19.5
15

20

25

30

35

40

50

55

v[km/h]

Fig. 4.26
Example: iAxle = 6, Rdyn = 0.5 m
Towing speed from diagram:
Vmax = 25 km/h

029023_en

NOTE
Select an operating mode in which there is no risk of
clutch overloading, for example:
Accelerate vehicle (to close the clutch).
Stop.
Set off and / or maneuver in a lower gear.

INFORMATION
It is totally forbidden to tow with a flange-mounted
propshaft or mounted stub shafts if the following
indications are present:
1) One of the conditions already described is not
satisfied.
2) An error message appears (140) or it cannot be
ensured that the high range change group and the
main transmission are switched to NEUTRAL (i.e.
vehicle breakdown undefined, failure of circuit
and/or air supply).
3) Transmission damage suspected.

DANGER!
If the driver ignores the warning, the clutch will close
when the accelerator is depressed. This prevents the
clutch from being further overloaded.
This may cause the engine to stall and rolling
backwards downhill cannot then be ruled out.
The clutch opens again when you take your foot off
the accelerator.

CAUTION
Towing the vehicle with an activated slow range
change group or an engaged gear in the main transmission rapidly leads to major transmission or
engine damage.
The operator assumes the responsibility for towing
with a flange-mounted propshaft or a stub shaft
(ensuring that all the required conditions are
satisfied).
If the vehicle is towed with a flange-mounted propshaft, prevent pollution through possible oil losses.
When towing, also observe the instructions of the
vehicle manufacturer.

1328 765 101 - 2007-10

If there is a risk of the clutch being overloaded by


several starting procedures undertaken one after
another in short succession or by a long period of
maneuvering in too high a gear, the CL display
appears.

To preserve the mechanical parts of the clutch


release mechanism, you should shift the transmission to Neutral when stopping for long periods
(more than approx. 1 to 2 min., for example in
queuing traffic, at traffic lights etc.). The clutch is
thereby closed and the clutch release mechanism
relieved.
Despite the clutch being automated, the driver still
has considerable influence on the clutchs service
life.
To keep clutch wear levels as low as possible, we
would recommend always selecting the lowest gear
possible when setting off.

4-51

ZF-AS Tronic

Installation

4.8.1.14 Engine Overspeed Protection

4.8.1.15 Operations with Clutch-Driven PTO

To protect the entire driveline from excessive


speeds, the ZF-AS Tronic only allows gear shifts
which are within the speed range defined by the
vehicle manufacturer.

Stationary/Mobile operations
Depending on the type of transmission, only
certain gears will be available for stationary/
mobile PTO operation (refer to Section 3.1.7).

Operating mode: Manual


Ensure that the engine does not exceed the
permissible speed range.
If the vehicle speeds up when traveling downhill,
there is no automatic shift into a higher gear.
CAUTION
The engine may be damaged if the vehicle speeds
up when traveling downhill and the engine enters
the overspeed range.

Gear shifts are only undertaken when the vehicle


is stationary. Gear changes during travel are not
possible.
Engage PTO and select starting gear.
The following appears on the display e.g.:

024406

Operating mode: Automatic

DANGER!
The vehicle may speed up when traveling downhill.
To protect the engine from damage in the overspeed
range (red range), the system undertakes an upshift.

i.e.: PTO 1 is activated, starting gear 3 is selected


(refer to Section 2.4.4).

Stationary operations
During stationary PTO operations, no gears can be
selected. The transmission remains in Neutral.

1328 765 101 - 2007-10

4-52

ZF-AS Tronic

Installation

4.8.1.16 Roller test rig

Calling up active error numbers:

Once driven onto a roller test rig (brake test rig),


shift transmission into Neutral.

Switch ignition ON.


Turn rotary switch to N .
Hold control lever in +.

When the rollers are running, the system


recognizes the driving vehicle function. If you
select a gear, the clutch closes.
When the rollers are running, reverse gear can no
longer be selected.

Depending on the version, a 2 or 3-digit error number will appear on the display.
This corresponds to the error currently active.
If 4 bars are displayed in addition to the number
shown, this means: Error no. + 100 (only on a twodigit display)

DANGER!
The vehicle may leave the rollers even if the
accelerator is not depressed.

024404

e. g.: Error no. 74

4.8.1.17 System Faults (Error Messages)


If a screwdriver symbol appears on the display,
there is a system fault. Only restricted operations
may be available.
If a STOP and screwdriver symbol , appear on
the display, there is a serious system fault. Shut
down the vehicle, you must not continue driving.
The fault message and the resultant error
response can be cancelled when the vehicle is
stationary via Ignition OFF , wait until the display goes out. If the display does not go out after
Ignition OFF , switch off the system by means
of the master battery switch. Switch the ignition
back on. If the fault message is still present, you
will have to go to a service center.
When contacting the service center, please specify
the error number(s).

024405

Error no. 174

If 4 bars and 2 arrows are displayed in addition to


the number shown, this means: Error no. + 200
(only on a two-digit display)

24391

e. g.: Error no. 227

Calling up inactive error numbers from the error


memory:
Switch ignition ON.
Turn rotary switch to N and at the same time
depress the foot brake.
Hold control lever in +.
The errors saved are displayed one after another on
the display.

1328 765 101 - 2007-10

4-53

ZF-AS Tronic

Installation

4.8.2 Maintenance
4.8.2.1 Visual Inspection of Wiring
Check wiring for damage.
Check that connectors are seated correctly,
connectors must be fitted without traction relief.

4.8.2.2 Maintenance of Pneumatic System


The vehicle manufacturers maintenance instructions must be observed.
The pneumatic tank should be drained every
week, in the winter every day.

NOTE
When draining the pneumatic tank, the pneumatic
cleaners and water separate should also be drained
if this is not done automatically.
If vehicles are fitted with an air dryer, the interval
for replacing the cartridge must be observed.

4.8.3 Vehicle Handover to End Customer


When handing over the vehicle to the end customer,
point out the function, operation, and maintenance
of the ZF-AS Tronic units.

1328 765 101 - 2007-10

4-54

ZF-AS Tronic
4.9

Installation

Application and Documentation

4.9.3 Type Plate

4.9.1 Application

ZF FRIEDRICHSHAFEN AG
MADE IN GERMANY

With the ZF-AS Tronic transmission system, the


individual components (vehicle, engine, clutch,
transmission, TCUs, driving programs, etc.)
constitute a perfectly matched setup.

CUSTOMER
SPEC. NO
TOTAL
RATIO
P.T.O. N
OLI CAPACIT
IN LITERS

3
4
5

SPEEDO
RATIO
n=

7
9

6
xn
ENGINE

OLI GRADE SEE


LUBRIC. LIST TE-ML

10
023906

The customer specification is confirmed by the


customer and is the basis for application approval by
ZF.

1 = Transmission type with number of gears


2 = Parts list no. of transmission
3 = Serial no. of transmission
4 = Customer order no., if known to ZF
5 = Transmission ratio
6 = Tachometer ratio [pulse/rev.]
7 = PTO type
8 = PTO ratio
9 = Approx. oil volume for initial fill
10 = Name of ZF List of Lubricant

4.9.2 ZF Documentation
The scope of supply is defined with the customer
using the customer specification and documented in
the ZF parts list. The parts list is available as computer extract.
CAUTION
Before installation, always use the parts list number to check from the type plates whether the
engine, transmission, and electronic control unit
components correspond with the documentation.
In other words, whether they match the details on
the computer extract.
For correspondence and queries, always specify
the parts list number and serial number of your
ZF-AS Tronic (refer to type plate)!

1328 765 101 - 2007-10

SERIAL NO.

The system components are defined in accordance


with the application, and documented in a customer
specification (consult referenced documents for the
form). The customer specification is used in the
application process
to specify the parts list,
to document the important application stages
(e.g. FMEA, agreements on safety concept,
malfunction responses) and
system-interfaces (e.g. CAN).

In order to prevent installation approval being


revoked as a result of system-related modifications,
modifications which impact on the transmission
system have to be clarified early on with ZF.

MODEL

PARTS LIST NO.

4-55

ZF-AS Tronic

Installation

4.9.4 Explanation for ZF Documentation


A parts list is drawn up in accordance with the
ZF-AS Tronic transmission system specification by
the vehicle manufacturer and ZF.
The entire scope of supply is defined using the parts
list, see example below.
Superordinate parts list
Parts list number: 1327 XXX XXX (example)

A10

9999 501 537

A14

9999 501 613

Customer: VEHICLE MANUFACTURER

*COUNTRY:D

A90

9999 511 101

APPROVAL FOR FIRST INSTALLATION *CHECK NEEDED

A98

9999 541 465

SPECIFICATION:

J32

9999 552 740

PTO-TYPE

S02

9999 514 114

VEHICLE DATA 1:

S04

9999 597 517

TYPE: TRUCK

ORDER NO: WITHOUT

1327 761 XXX

XXX

M
M

XXXXXXXXXX

S06

9999 515 188

PERM. TOTAL WEIGHT: SOLO XXT

S08

9999 514 742

TIRE DYN:

S10

9999 514 575

REAR AXLE:

S14

9999 597 518

MANUFACTURER/ENGINE *KWXXX/XXXX*N.MXXXX/XXXX

S30

9999 501 366

DRAWINGS:

S46

9999 540 616

CONNECTION DIAGRAM:

6029 711 XXX

6029 713 XXX

XXX*
I=X.XX

M
M

S48

9999 597 520

CIRCUIT DIAGRAM:

930

9999 200 028

THE SUPERORDINATE PRODUCT CONSISTS OF:

932

1327 046 XXX SS

12 AS 2331 TO

952

6009 071 XXX SS

ECU 42 INTARDER

988

1327 180 XXX SS

ACCESSORIES

P MN

990

6009 397 XXX

PROGRAMMING

a = Customer specification
b = Type designation of vehicle manufacturer
c = Engine data

1328 765 101 - 2007-10

4-56

ZF-AS Tronic

1328 765 101 - 2007-10

Table of Contents

Annex

5.1

Designations for AS Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-3

5.2
5.2.1
5.2.2
5.2.3

AS Transmission Program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AS Transmission Program for Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AS Transmission Program for Special Vehicles . . . . . . . . . . . . . . . . . . . . . .
AS Transmission Program for Rail Vehicles . . . . . . . . . . . . . . . . . . . . . . . . .

5-4
5-4
5-5
5-5

5.3

Attached Documents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5-6

5-1

1328 765 101 - 2007-10

5-2

1328 765 101 - 2007-10

12 AS 2140 TD

12 AS 2330 TO

12
12
AS
AS
21
23
4
3

5-3

m
om
en
t li
m
it

gy
fam
ily

0
0

s
Ve
rsi
on

Va
ria
nt

Pr
od
uc
tf
am
ily

Tu
rn
ing

olo

Te
ch
n

sp
ell
ing

fg
ea
rs

of

m
be
ro

Nu

Ex
am
ple

5.1

AS
=
TC aut
= om
TC at
Tro ic t
nic ran
(A smi
S ss
+ ion
W s
Tu
SK ys
rn
) te
ing
m
0
m
=
om
Ec
e
2 ol
= ite nt [N
A
4 S 1 AS; m]
= 2 1
AS 2/ = = fa
30 142 AS cto
4 /16 10 r x
1
2; 1/
3 12 00
0
= 1;
2 =w
A
= it
S
NM ho
23
3/
V ut I
26
nt
3;
ard
er
*;
T=
1
=
Tru
Int
ck
ard
;D
er
;
=
Di
re
ct
dr
ive
;O
=
Ov
er
dr
ive

rs

ea

fg

ro

be

Nu

ZF-AS Tronic
Annex

Designations for AS Transmission

Truck
Designation for AS transmission
Explanation

TD
TO

* Standard
019016_en

ZF-AS Tronic
5.2

Annex

AS Transmission Program

5.2.1 AS Transmission Program for Trucks


Designation

Number of gears

Torque
limits

Ratio
range

Product family

12 AS 1010 TD

12

1 000

DD

12 AS 1010 TO

12

1 000

OD

12 AS 1210 TO

12

1 200

OD

12 AS 1220 TD

12

1 200

DD

12 AS 1420 TD

12

1 400

DD

12 AS 1420 TO

12

1 400

OD

12 AS 1620 TO

12

1 600

OD

12 AS 1630 TD

12

1 700

DD

12 AS 1930 TD

12

1 900

DD

12 AS 1930 TO

12

1 900

OD

12 AS 2130 TD

12

2 100

DD

12 AS 2130 TO

12

2 100

OD

12 AS 2140 TD

12

2 100

DD

12 AS 2340 TD

12

2 300

DD

12 AS 2330 TD

12

2 300

DD

12 AS 2330 TO

12

2 300

OD

12 AS 2540 TD

12

2 500

DD

12 AS 2530 TO

12

2 500

OD

12 AS 2540 TO

12

2 500

OD

12 AS 2740 TO

12

2 700

OD

12 AS 2940 TO*

12

2 900

OD

12 AS 3140 TO*

12

3 100

OD

16 AS 2230 TD

16

2 200

DD

16 AS 2630 TO

16

2 600

OD

3
* under development

AS transmission program

No. of gears

12
16
200

2330
12 AS 1010 1220 1420 1630 1930 2130
2140 2340 2540 TD
12 AS 1010 1210 1420 1620 1930 2130 2330 2530
2540 2740 2940 3140 TO

16 AS

2230
16 AS

TD
2630

TO

400 600 800 1000 1200 1400 1600 1800 2000 2200 2400 2600 2800 3000 3200
under development
[Nm]
024452

1328 765 101 - 2007-10

5-4

ZF-AS Tronic

Annex

5.2.2 AS Transmission Program for Special Applications

Designation

Number of gears

Torque
limits

Ratio
range

Transmission type

12 AS 1210 SO

12

1 200

OD

AS Tronic mid

12 AS 1620 SO

12

1 600

OD

AS Tronic mid

12 AS 2302

12

2 300

OD

AS Tronic

16 AS 2602

16

2 600

OD

AS Tronic

12 AS 2702

12

2 700

OD

AS Tronic

5.2.3 AS Transmission Program for Rail Vehicles

Designation

Number of gears

Torque
limits

Ratio
range

Transmission type

12 AS 2303

12

2 300

OD

AS Rail

16 AS 2603

16

2 600

OD

AS Rail

1328 765 101 - 2007-10

5-5

ZF-AS Tronic
5.3

Annex

Attached Documents (only for information)

Order no.

Type of document

Techn. information

0501 210 854c

Installation drawing

Impulse sensor

0501 211 422e

Installation drawing

Display

0501 214 767b

Installation drawing

Impulse sensor (Kitas 2)

0501 215 297

Installation drawing

Signal switch

1327 600 015e

Installation drawing

Truck, 12-speed, PF3

1327 600 016f

Installation drawing

Truck, 12-speed, PF3, IT

1328 600 015f

Installation drawing

Truck, 16-speed, PF3 / 12-speed, PF4

1328 600 016g

Installation drawing

Truck, 16-speed, PF3, IT / 12-speed, PF4, IT

1328 600 019

Installation drawing

Clutch release mechanism (with cams)

1328 600 038b

Installation drawing

Heat exchanger

1328 600 043

Installation drawing

Clutch release mechanism (with rolls)

1328 600 044

Installation drawing

Heat exchanger

1336 600 019c

Installation drawing

AS Tronic mid, PF1, SAE1

1336 600 020c

Installation drawing

AS Tronic mid, PF1, SAE2

1336 600 021b

Installation drawing

AS Tronic mid, PF2, SAE1

1336 600 022b

Installation drawing

AS Tronic mid, PF2, SAE2

1336 600 041a

Installation drawing

Heat exchanger AS Tronic mid

6006 629 032

Installation drawing

Rotary switch

6006 639 002b

Installation drawing

ZF selector lever (with integrated E-module)

6029 713 025b

Circuit Diagram

Main computer

6029 713 157a

Circuit diagram

18/20 pin mid /end consumer


Range selector module with extension module

6029 713 158a

Wiring Diagram

18/20 pin mid /end consumer


Range selector module with extension module

6029 713 163a

Circuit diagram

18/20 pin mid /end consumer


Selector lever with extension module

6029 713 166a

Wiring Diagram

18/20 pin mid /end consumer


Selector lever with extension module

6041 622 026b

Installation drawing

ZF range selector module / ZF extension module

6090 601 031

Installation drawing

PTO NH/1 (PF3+4)

6090 601 045a

Installation drawing

PF 1+2 with NH/1

6090 604 024

Installation drawing

PTO NH/4 (PF3+4)

6090 604 036a

Installation drawing

PF 1+2 with NH/4

6091 610 003e

Installation drawing

PTO NAS/10 (PF3+4)

6091 611 001b

Installation drawing

PF 1+2 with NM AS/10

6091 615 007

Installation drawing

PTO with emergency steering pump (PF3+4)

6091 618 001

Installation drawing

PF 1+2 with NM AS/PL

1328 765 101 - 2007-10

5-6

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

Nur zur Information / For information only

o
n
it o

/
n

u
N
z
r
r
u
f
In
o
i
t
a
m
r
o
o
F
a
m
r
o
f
n
i
r
Nur zur Information / For information only

y
l
n

Nur zur Information / For information only

o
n
it o

/
n

u
N
z
r
r
u
f
In
o
i
t
a
m
r
o
o
F
a
m
r
o
f
n
i
r
Nur zur Information / For information only

y
l
n

Nur zur Information / For information only

o
n
it o

/
n

u
N
z
r
r
u
f
In
o
i
t
a
m
r
o
o
F
a
m
r
o
f
n
i
r
Nur zur Information / For information only

y
l
n

Nur zur Information / For information only

o
n
it o

/
n

u
N
z
r
r
u
f
In
o
i
t
a
m
r
o
o
F
a
m
r
o
f
n
i
r
Nur zur Information / For information only

y
l
n

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

1
1

KL.30

2 KL.30

y
l
n

F 1 ?1 0 A
1

KL.15

KL.15

o
n

F 2 ?1 0 A

11

ADVP1

VPI VPE1 VPE2


ADS3

r
u
N
KL31

Computer-Zeichnung
Original
nicht verndern
Computer drawing.
Do not modify
original copy

r
o
f
n
I
r
u
z

A23

CANF-H
CANF-L

CANF-H+
CANF-L+

18
19

?
?

8
12

?
?

14
13
15

SDEF

CANF2-H
CANF2-L

ADS2

AU

EU1

clutch engage quick

12
9

15

10

Y14

clutch engage slow

Y15

clutch disengage quick

Y16

clutch disengage slow

Y17

A4

power supply sensor

5V

signal clutch sensor

0-5V

(-)
20 pin Kostal

3
6

A1

ADS4

Connector X1b

t
a
m

F
/

r
o
7

f
in
TCU

20 pin Kostal

n
io

SDP

connector X1a

10

SD

m
r
o
ADS1

o
i
t
a

clutch actuator
with clutch
position sensor

VM1
VM2
VMGA1

ADVP
VMHF1
VMHF2

EF

CANF1-H
CANF1-L

VMGA2

16
17
20

(-)

(-)

ground
ground
sensor ground

18

11

UE

A11
A1
U0
sensor output speed

CANF1-H+
CANF1-L+
CANF1-T

CAN-vehicle interface ( ZF-TCU mid-user)

A21

VP

SDDK

VM

VM1 VM2

16

diagnosis interface

17

VM3
20

KL.31

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
Techn. Information
Technical Information
28.01.98 MOLLNAU
b
08.08.07 Nal
Bearbeit. Drawn
Ind.

Anz. Nummer

Datum

Name

nderungen / Modifications

Konstr.

Design

14.01.98

NAULIN

ASTRONIC 2 MAN NT

hnl. Zeichnung

Similar Draw.

Benennung / Description

STROMLAUFPLAN
CIRCUIT DIAGRAM

ZF Friedrichshafen AG
Zeichnungs-Nr. Drawing-No.

Ind.

6029.713.025_B

Blatt

von
of

DIN

Sheet

Stecker/Plug

Polbildansicht
View of pin pattern

Polbild zu A1
X1A/X1B
1

3
6

15

4
7

10

11

12

POLBILD
zu A11/A14

9
8
13

3
1

14

16
17
18 19 20

DIN Baj.
4-pin

Kostal
20-pin

r
u
N
Computer-Zeichnung
Original
nicht verndern
Computer drawing.
Do not modify
original copy

r
u
z

/
n

o
i
t
a

m
r
o

f
In

A 1
A 4

ZF Getriebesteller Elektronik
Kupplungssteller mit Sensorik

TCU transmission control unit


clutch actuator with clutch position sensor

A11

Drehzahlgeber Abtrieb

sensor output speed

A21
A23

Diagnoseschnittstelle nach DIN ISO 9141


Fahrzeug CAN-Schnittstelle

F 1
F 2

Sicherung 10A (Kl.30)


Sicherung 10A (Kl.15)

Y14
Y15
Y16
Y17

MV
MV
MV
MV

Kuppl.
Kuppl.
Kuppl.
Kuppl.

o
F

n
i
r

Anz. Nummer

Datum

Name

nderungen / Modifications

Konstr.

Design

15.01.98

NAULIN

ASTRONIC 2 MAN NT

m
r
fo

hnl. Zeichnung

diagnostic interface DIN ISO 9141


CAN vehicle interface

Fuse 10A
Fuse 10A

schliessen schnell (Entlueften)


schliessen langsam (Entlueften)
oeffnen schnell (Belueften)
oeffnen langsam (Belueften)

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
Techn. Information
Technical Information
28.01.98 MOLLNAU
b
08.08.07 Nal
Bearbeit. Drawn
Ind.

y
l
n

o
n

o
i
t
a

ZF-Kabel
ZF-Harness

sol.
sol.
sol.
sol.

valve
valve
valve
valve

clutch
clutch
clutch
clutch

engage fast
engage slow
disengage fast
disengage slow

Similar Draw.

Benennung / Description

STROMLAUFPLAN
CIRCUIT DIAGRAM

ZF Friedrichshafen AG
Zeichnungs-Nr. Drawing-No.

Ind.

6029.713.025_B

Blatt

von
of

DIN

Sheet

F1
1

F2

Remarks:
**pin assignment for the special design of
shift unit with 18pin connector:

KL.15
10A

shift lever
tip switch

11

12

ED2

ED3

13
ED4

14
ED5

15 pin AMP J.P.T

connector X36a

CANF1-H
CANF1-L

EDM4

EDM5

14

ADM1 VPS1

r
u
N
switch
PTO 2acknowledge

S14

switch
PTO 1acknowledge

S5

r
u
z
8

o
i
t
a

E12
15

16

ADM2 VPS2 ADM3 VPS3

18 pin AMP J.P.T

CANF-H+
CANF-L+
CANF-H
CANF-L
CANF-T

15

VM1

17

m
r
o
EDVP

f
In

EDM6 EDM7 EDM8 ADVP VMG


7

/
n
CANF1-H+
CANF1-L+

7
9
6
8
11

?
?
?
?
?
?

o
F

18
19

8
12
14
13
15

ADVP1
SD

VPI VPE1 VPE2

SDP

n
i
r

18

A23

connector X50a

15 pin AMP J.P.T


EDM3

relay
PTO 2

A50
ZF-extension module

EDM2

10

17

m
r
fo
11

VM1 VM2

VPE

EDM1

ADS3
ADS1

ADS4

SDEF

VMHF1
VMHF2

CANF1-H
CANF1-L

CANF1-H+
CANF1-L+
CANF1-T

connector X1b

relay
PTO 1

10

connector X50b

A5

(+) Lighting

20 pin Kostal

14

o
i
t
a

8
3

E13

E11

S4

display

optional

ADM1 VPS1
relay
reverse
light

S2

S13

7
6
8
9
11

shift lever module

switch
kick down

switch
PTO 2
reqest

CANF-H+
CANF-H
CANF-L
CANF-L+
CANF-T

A36

shift lever
rotary switch

ED1

EDVP

connector X1a

A45

EDM1
EDM2
EDM3
EDM4
EDM5
EDM6
EDM7
EDM8
VMG

VPE

o
n

X1a: pin 19,20 cancelled


X1b: pin 19,20 cancelled,
pin 2 => sensor ground VMGA1

9 pin AMP J.P.T

2
3
4
5
6
7
8
9
15

2
ED1
ED2
ED3
ED4
ED5

connector X36b

10
11
12
13
14

A2

switch
PTO 1request

y
l
n

10A

KL.15

KL.31

2 KL.30

KL.30

ADS2

AU

CAN vehicle interface

EU1

VM2

TCU
VMGA1

clutch engage slow

Y14
Y15

12 clutch disengage quick


9

Y16

clutch disengage slow

Y17

CANF2-H
CANF2-L

15

power supply sensor

10

signal clutch sensor

5V
0-5V

16
17
20

(-)

(-)

ground
ground
sensor ground

**(2)

A1
3
6

clutch engage quick

(-)

VM1

details shown
on page 2

clutch actuator
with clutch
position sensor

A4

20 pin Kostal

ADVP
EF
VMGA2

18

11

UE

A11

A2
U0

VM2

18
don't supply
this circuit via
F1 or F2

Kl.30

warningbuzzer

output
speed sensor

1
VP

A21

H9

doorswitch

SDDK

diagnosis interface

16

switch
gear neutral

S12

VM1 VM2

S8

VM3

17

20

**

E17

Kl.31

starter interlock circuit


Computer-Zeichnung
Original
nicht verndern
Computer drawing.
Do not modify
original copy

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
Techn. Information
Technical Information
05-04-07 Mollnau
a
07-09-12 Nal
Bearbeit. Drawn
Ind.

Anz. Nummer

Datum

Name

nderungen / Modifications

Konstr.

Design

05-04-07

Naulin

AS 2 Standard LKW
standard truck

hnl. Zeichnung

Similar Draw.

Benennung / Description

Stromlaufplan
Circuit Diagram

ZF Friedrichshafen AG
Zeichnungs-Nr. Drawing-No.

Ind.

6029.713.157_A

Blatt

von
of

DIN

Sheet

ZF Getriebesteller Elektronik
Fahrschalter (Tippschalter)
Fahrschalter (Drehschalter)
Kupplungssteller mit Sensorik
Display
Drehzahlgeber Abtrieb

TCU transmission control unit


shift lever (tip switch)
shift lever (rotary switch)
clutch actuator with clutch position sensor
display
sensor output speed

A21
A23

Diagnoseschnittstelle nach DIN ISO 9141


Fahrzeug CAN-Schnittstelle

diagnostic interface DIN ISO 9141


CAN vehicle interface

A36
A50

Fahrschaltermodul
ZF-Erweiterungsmodul

shift lever module


ZF-extension module

F 1
F 2

Sicherung 10A (Kl.30)


Sicherung 10A (Kl.15)

H 9
E11
E12
E13
E17

Warnsummer
PTO 1 Relais
PTO 2 Relais
Rckfahrscheinwerfer
Anlassspereinrichtung

o
n

Stecker/Plug
ZF-Kabel
ZF-Harness

Polbildansicht
View of pin pattern

POLBILD
zu A36a/A50a

Polbild zu A1
X1A/X1B

POLBILD
zu A2a

POLBILD
zu A2b

POLBILD
zu A5

POLBILD
zu A21

4 7 10 13 16

3
6

4
7

JPT 3-reihig
18-pin

10

11

13

16

2 5 8 11 14
3

4 7 10 13

Abhngig von
Getriebesteller
variante
dependent by
shift unit model

Kostal
20-pin

4 7 10 13

JPT 3-reihig
15-pin

17

3 6 9 12 15

2 5 8 11 14

2 5 8
4 7

JPT 3-reihig
9-pin

JPT 3-reihig
15-pin

10
15

CAN-H
Busabschluwiderstand/
terminating
resistor

r
u
N
CAN-L

/
n

o
i
t
a

m
r
o

f
In

TCU
CAN end-user

r
u
z
8

CANF1-H

14

CANF1-H+

frei/ spare

15

CANF1-T

Fahrzeugverkabelung/
vehicle harness

13

CANF1-L+

12

CANF1-L

CAN-L

18

VMHF1

HF-ground optional

19

VMHF2

HF-ground optional

120
Ohm

HF-ground

Computer-Zeichnung
Original
nicht verndern
Computer drawing.
Do not modify
original copy

AMP M-N-L
6-pin

JPT 3-reihig
9-pin

12
16

Getriebestellerelektronik
konfiguriert
als CAN-Bus-Endteilnehmer

A23

AMP JPT
8-pin

Kostal Kuppl.
18-pin

13
17

8 5 2

9
14

18

9 6 3

7
5
3
1

POLBILD
zu A45

7 4
11

8
6
4
2

14

18 19 20

POLBILD
zu A36b/A50b

3 6 9

12

15

3 6 9 12 15

CAN-H

n
i
r

o
F

Anz. Nummer

Datum

Name

nderungen / Modifications

Konstr.

Design

Schalter Kick down


Schalter Nebenabtrieb 1
SchalterNebenabtrieb 1 Rckmeldung
Tuerschalter
Schalter Nebenabtrieb 2
SchalterNebenabtrieb 2 Rckmeldung

switch kick down


switch PTO 1
switch PTO 1 acknowledge
door switch
switch PTO 2
switch PTO 2 acknowledge

Y14
Y15
Y16
Y17

MV
MV
MV
MV

sol.
sol.
sol.
sol.

Kuppl.
Kuppl.
Kuppl.
Kuppl.

schliessen schnell (Entlueften)


schliessen langsam (Entlueften)
oeffnen schnell (Belueften)
oeffnen langsam (Belueften)

Getriebestellerelektronik
konfiguriert
als CAN-Bus-Mittelteilnehmer

Naulin

valve
valve
valve
valve

clutch
clutch
clutch
clutch

engage fast
engage slow
disengage fast
disengage slow

TCU
CAN mid-user

*
A23

CAN-H
Busabschluwiderstand/
terminating
resistor

HF-ground

AS 2 Standard LKW
standard truck

CANF1-H

CAN-H

(ECU A)

14

CANF1-H+

CAN-H

(ECU B)

Fahrzeugverkabelung/
vehicle harness

120
Ohm

CAN-L

05-04-07

m
r
fo

warning buzzer
PTO 1 relay
PTO 2 relay
reverse light
starter interlock circuit

S 2
S 4
S 5
S 8
S13
S14

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
Techn. Information
Technical Information
05-04-07 Mollnau
a
07-09-12 Nal
Bearbeit. Drawn
Ind.

o
i
t
a

fuse 10A
fuse 10A

3 6 9 12 15 18
2 5 8 11 14 17

y
l
n

A 1
A 2
A45
A 4
A 5
A11

15

CANF1-T

12

CANF1-L

CAN-L

13

CANF1-L+

CAN-L+ (ECU B)

18

VMHF1

HF-ground optional

19

VMHF2

HF-ground optional

hnl. Zeichnung

frei/ spare

(ECU A)

Similar Draw.

Benennung / Description

Stromlaufplan
Circuit Diagram

ZF Friedrichshafen AG
Zeichnungs-Nr. Drawing-No.

Ind.

6029.713.157_A

Blatt

von
of

DIN

Sheet

4
901
907
902

WX:+B/1.3
WK:K/1.3
WY:-/1.3
ZF-Erweiterungs Modul
ZF-extension module

EDVP
VPE
VPS1
VPS2
VPS3
CANF-H
CANF-H+
CANF-L
CANF-L+
EU
CANF-T
VMHF1
VMHF2
ADM1
ADM2
ADM3
VM1
VM2

900
1
901
2
503
3
4
5
-RT
6
-RT1
7
-SW
8
-SW1
9
10
11
12
13
514
14
515
15
516
16
902
17
902
18

WA:+Z/1.3
WX:+B/1.3
X80:12/2.2

A21

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15

521
522
523
524
525
526

Diagnose
diagnosis

WG:RF-/1.2

X19:3/1.6
X36A:6/1.6
X19:6/1.6
X36A:8/1.6

LX21

A5

LX36

X50A
X80:13/2.2
X80:14/2.2
X80:15/2.2
WY:-/1.3
WE:-/1.3

X5

X80:11/2.2

901

X19:5/1.6
X80:5/2.2

WU

X19:8/1.6
X18:1/2.2

WR

X19:13/1.6
X18:3/2.2

WS

CH
CL

X19:17/1.6
X18:2/2.2

WP

948
917

906
920
921

CH+

X19:18/1.6
X18:4/2.2

WQ
CL+

X5:3/1.5
X80:4/2.2

WZ

X5:4/1.5
X19:9/1.6

WT

+Bel

907

902

902

SD

X5:8/1.5
X19:15/1.6

WJ
+A

X36A:3/1.6
X80:8/2.2

WF

X36A:14/1.6
X80:9/2.2

WG

Computer-Zeichnung
Original
nicht verndern
Computer drawing.
Do not modify
original copy

r
u
z

922

RF+

X50A:2/1.1
X36A:2/1.6
X19:4/1.6
X21:1/1.3
X80:2/2.2

948
917

WE:-/1.3

902

WJ:+A/1.2

906

m
r
o

X80:1/2.2
X19:2/1.6
X50A:1/1.1
X36A:1/1.6
X19:7/1.6
X80:3/2.2

X21:2/1.3
X19:1/1.6
X80:6/2.2

X50A:17/1.1
X36A:18/1.6
X19:12/1.6
X21:3/1.3
X80:22/2.2
X80:21/2.2
X19:16/1.6
X50A:18/1.1
X5:6/1.5
X36A:17/1.6

WC
+B

WA

/
n

o
i
t
a

+B

1
2
3
4
5
6
7
8

+Bel.
SD

LX80

n
i
r

VM
VP

o
F

WK:K/1.3
WC:+B/1.3
X50A:6/1.1
WX:+B/1.3
WU:EF/1.2
X50A:8/1.1
WA:+Z/1.3
WR:CH/1.2
WT:SD/1.2

X19

WY:-/1.3
WS:CL/1.2
WJ:+A/1.2
WE:-/1.3
WP:CH+/1.2
WQ:CL+/1.2

X80/2.1

+Z

907
901
-RT
901
918
-SW
900
-GE1
917

1
2
3
4
5
6
7
8
9
10
11
902
12
-GN1
13
14
906
15
902
16
-GE2
17
-GN2
18

X19

AU
EDM1
EDM2
EDM3
EDM4
EDM5

CANF-L
CANF-L+
CANF-T

ED1
ED2
ED3
ED4
ED5
VMG

ADM1

VM1
VM2

Name

nderungen / Modifications

RC
R
N
D
DC

o
i
t
a

Fahrschalter Modul
shift lever module

907
901
-RT
901
918
-SW
900
-GE1
917

X1:2/1.8
X1:4/1.8
X1:3/1.8
X1:5/1.8
X1:7/1.8
X1:6/1.8
X1:1/1.8
X1:8/1.8
X1:9/1.8

905
902
-GN1
919
906
902
-GE2
-GN2

X1

X20

X1:18/1.8
X1:16/1.8
X1:12/1.8
X1:10/1.8
X1:11/1.8
X1:17/1.8
X1:14/1.8
X1:13/1.8

WK
WY

Polbild
zu X19

Polbild
zu X20

2 5 8 11 14 17
1

WE

4 7 10 13 16

JPT 3-reihig
18-pin

LX18

X18/2.1

POLBILD
zu X36B/X50B

18
16
14
12
10
8
6
4
2

17 18
15 16
13 14
11 12
9 10
7 8
5 6
3 4
1 2

POLBILD
zu X21

12

11

13

14

16
17
18 19 20

AMP JPT
18-pin

3 6 9 12 15

Abhngig von
Getriebesteller
Variante
dependent by
shift unit model

Kostal
20-pin

17
15
13
11
9
7
5
3
1

3
7
11

AMP JPT
18-pin

A1

VPI
SDDK
CANF2-H
VPE1
VPE2
CANF2-L
SDEF
CANF1-H
SD
SDP
ADVP
CANF1-L
CANF-1L+
CANF1-H+
CANF1-T
VM1
VM2
VMHF1
VMHF2
VM3

15

900
1
907
2
-RT
3
901
4
901
5
-SW
6
918
7
-GE1
8
917
9
919
10
906
11
-GN1
12
-GN2
13
-GE2
14
15
902
16
902
17
905
18
19
20

X1

3 6 9 12 15 18

X20:7/1.7
X20:1/1.7
X20:3/1.7
X20:2/1.7
X20:4/1.7
X20:6/1.7
X20:5/1.7
X20:8/1.7
X20:9/1.7
X20:14/1.7
X20:15/1.7
X20:13/1.7
X20:18/1.7
X20:17/1.7

Polbild
zu X1

POLBILD
zu X36A/X50A

Fahrschalter
shift lever

X20:12/1.7
X20:16/1.7
X20:11/1.7

T+
TT 0-pos.
A/M
A/M 0-pos.

ZF Getriebesteller Elektronik
TCU transmission control unit

LX 1

X20

y
l
n

o
n

X36B

2
5

14

13
17

AMP M-N-L
6-pin

POLBILD
zu X5

4
9

18

6
10

15

8
6
4
2

12
16

2 5 8 11 14

H<1
X80:7/2.2

WH

4 7 10 13

FSN

Kostal Kuppl.
18-pin

JPT 3-reihig
15-pin

Datum

A2

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15

10

RF-

Anz. Nummer

CANF-H

A36

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
Techn. Information
Technical Information
17.01.06 MOLLNAU
a
12.09.07 Nal
Bearbeit. Drawn
Ind.

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18

EDVP
VPE
VPS1

m
r
fo

X36A

X5

LX19

WX

f
In

EF

r
u
N
-GN2

WZ:+Bel/1.2
WT:SD/1.2

LX5

X80:10/2.2
X80:16/2.2
X80:17/2.2
X80:18/2.2
X80:19/2.2
X80:20/2.2

900

-GE2

WE:-/1.3
WY:-/1.3

Display
display

X50B

-GN1

1
2
3
4
5
-RT1
6
7
-SW1
8
950
9
10
950
11
12
13
921
14
15
16
902
17
902
18

X36A:9/1.6

901

-GE1

900
901
920

X50A:9/1.1
X36A:11/1.6

X36

X21

X50B

918

X50A:7/1.1

KN1

535

6
WA:+Z/1.3
WX:+B/1.3
WF:RF+/1.2

X50A

A50
ADVP
EDM1
EDM2
EDM3
EDM4
EDM5
EDM6
EDM7
EDM8
ED1
ED2
ED3
ED4
ED5
VMG

X21

1 (+)
2 K
3 (-)
4 L
5 Pog
6

Konstr.

Design

17.01.06

MOLLNAU

AS 2 Standard LKW
standard truck

hnl. Zeichnung

AMP JPT
8-pin

Similar Draw.

Benennung / Description

ANSCHLUSSPLAN
CONNECTION DIAG.

7
5
3
1

ZF Friedrichshafen AG
Zeichnungs-Nr. Drawing-No.

Ind.

6029.713.158_A

Blatt

von
of

DIN

Sheet

POLBILD
zu X80

22 21
20 19
18 17
16 15
14 13
12 11
10 9
8 7
6 5
4 3
2 1

21 22
19 20
17 18
15 16
13 14
11 12
9 10
7 8
5 6
3 4
1 2

X80/1.5
"X17/BN"

901
901
900
948
918
907
922
920
921
521
535
503
514
515
516
522
523
524
525
526
902
902

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22

F1

X18/1.5

r
u
N

"X18/CAN"

vehicle electr.circuit(+30)
vehicle electr.circuit(+30)
vehicle electr.circuit(+15)
(+) lighting display
signal output speed
K-Line

->
->
->
->

RCKLICHT +
RCKLICHT ADVP
WARNSUMMER
VPS1
-> RELAIS PTO 1
-> RELAIS PTO 2

reverse light +
reverse light(-)
ADVP
warning buzzer
VPS1
relay PTO 1
relay PTO 2

<<<<<<<-

request PTO 1
request PTO 2
switch acknowledge PTO 1
switch acknowledge PTO 2
door switch
vehicle electr.circuit(-)
vehicle electr.circuit(-)

PTO 1 ANFORDERUNG
PTO 2 ANFORDERUNG
PTO 1 RCKMELDUNG
PTO 2 RCKMELDUNG
TRSCHALTER
BORDNETZ(Kl.31)
BORDNETZ(Kl.31)

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22

X18

f
In

Anz. Nummer

o
n

Sensor
output speed

D3orB7

/
n

o
F

n
i
r
S8

m
r
fo
E12

S5

S14

E11

S4

E13

H9

S13

A23

1
2
3
4
5
6

POLBILD
zu X18A

6 5
4 3
2 1

Datum

y
l
n

o
i
t
a

A14

Tachograph

5
3
1

X18A
A23

6
4
2

AMP JPT
6-pin

Kl.31

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
Techn. Information
Technical Information
17.01.06 MOLLNAU
a
12.09.07 Nal
Bearbeit. Drawn
Ind.

10A

optional

o
i
t
a

CAN
vehicle interface

CANF1-H
CANF1-H+
CANF1-L
CANF1-L+
VMHF-1
VMHF-2

POLBILD
zu X18

F2

A13

m
r
o

AMP JPT
6-pin

Computer-Zeichnung
Original
nicht verndern
Computer drawing.
Do not modify
original copy

10A

X80A

1
2
3
4
5
6

Kl.15

<- BORDNETZ(Kl.30)
<- BORDNETZ(Kl.30)
<- BORDNETZ(Kl.15)
<- (+) BEL. DISPLAY
<- ABTRIEBSDREHZAHL
<-> K-LEITUNG

r
u
z

-GE1
-GE2
-GN1
-GN2

Kl.30

X80

WR:CH/1.2
WP:CH+/1.2
WS:CL/1.2
WQ:CL+/1.2

AMP JPT
22-pin

AMP JPT
22-pin

WC:+B/1.3
WX:+B/1.3
WA:+Z/1.3
WZ:+Bel/1.2
WU:EF/1.2
WK:K/1.3
WH:FSN/1.3
WF:RF+/1.2
WG:RF-/1.2
X50B:1/1.1
X50B:15/1.1
X50A:3/1.1
X50A:14/1.1
X50A:15/1.1
X50A:16/1.1
X50B:2/1.1
X50B:3/1.1
X50B:4/1.1
X50B:5/1.1
X50B:6/1.1
WE:-/1.3
WY:-/1.3

POLBILD
zu X80A

Name

nderungen / Modifications

Konstr.

Design

17.01.06

MOLLNAU

AS 2 Standard LKW
standard truck

hnl. Zeichnung

Similar Draw.

Benennung / Description

ANSCHLUSSPLAN
CONNECTION DIAG.

ZF Friedrichshafen AG
Zeichnungs-Nr. Drawing-No.

Ind.

6029.713.158_A

Blatt

von
of

DIN

Sheet

F1
1

10A
2

F2

X1a: pin 19,20 cancelled


X1b: pin 19,20 cancelled,
pin 2 => sensor ground VMGA1

relay
shift lever
neutral

E41

A2
shift lever

relay
reverse
light

CANF-H+
CANF-H
CANF-L
CANF-L+
CANF-Ra
CANF-Rb

AD1 VM3
9
12

4
3
1
2
14
15

A5

A23
CANF1-H
CANF1-L

10

11

ED1

12

ED2

ED3

13
ED4

14

15

ADM1 VPS1

16

r
u
z

15 pin AMP J.P.T

connector X50b

EDM4

EDM5

EDM6

EDM7

S4

CANF-H+
CANF-L+
CANF-H
CANF-L
CANF-T

f
In

A50
ZF-extension module

r
u
N
switch
PTO 2acknowledge

S14

switch
PTO 1acknowledge

S5

EDM8 ADVP VMG


9

15

VM1

17

m
r
o
EDVP

EDM3

S13

VPE

18 pin AMP J.P.T

EDM2

switch
PTO 2
reqest

ADM2 VPS2 ADM3 VPS3

connector X50a

EDM1

o
i
t
a

E12
14

ED5

/
n
CANF1-H+
CANF1-L+

relay
PTO 2

7
9
6
8
11

?
?

o
F

8
12
14
13
15

VPI VPE1 VPE2

SDP

ADS3
ADS1

ADS4

SDEF

VMHF1
VMHF2

CANF1-H
CANF1-L

CANF1-H+
CANF1-L+
CANF1-T

ADS2

AU
EU1

clutch engage slow

Y14
Y15

12 clutch disengage quick


9

Y16

clutch disengage slow

Y17

VM2

TCU
VMGA1

A1
CANF2-H
CANF2-L

15

power supply sensor

10

signal clutch sensor

5V
0-5V

(-)

VM1

3
6

clutch engage quick

A4

CAN vehicle interface

details shown
on page 2

clutch actuator
with clutch
position sensor

16
17
20

(-)

(-)

ground
ground
sensor ground

**(2)

ADVP
EF
VMGA2

18

11

UE

A11

A2
U0

VM2

output
speed sensor

18
Kl.30

1
VP

warningbuzzer

A21

H9

doorswitch

?
?

18
19

ADVP1
SD

n
i
r

VM2
8

relay
starter interlock

E11

9
10

?
?

m
r
fo
11

optional

E13
E17

4
6

S12

relay
PTO 1

(+) Lighting

connector X1b

VPE EDVP

20 pin Kostal

e41

7
15 pin AMP J.P.T

ADM
EDM
EDM
EDM
EDM
EDM
VM
EDM

9 pin AMP J.P.T

don't supply
this circuit via
F1 or F2

1
3
5
2
4
6
7

connector X2b

1
3
5
2
4
6
7

connector X1a

13
RM
R
N
D
DM
VM
N_DS

o
i
t
a

display

connector X2a

shift lever
rotary switch

switch
PTO 1request

o
n

10A

A45

y
l
n

Remarks:
**pin assignment for the special design of
shift unit with 18pin connector:

KL.15

KL.15

KL.31

2 KL.30

KL.30

20 pin Kostal

SDDK
VM1 VM2

3
diagnosis interface

S8

16

VM3

17

20
**

Kl.31

Computer-Zeichnung
Original
nicht verndern
Computer drawing.
Do not modify
original copy

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
Techn. Information
Technical Information
06-06-20 Mollnau
a
07-09-12 Nal
Bearbeit. Drawn
Ind.

Anz. Nummer

Datum

Name

nderungen / Modifications

Konstr.

Design

05-04-07

Naulin

AS 2 Standard LKW
standard truck

hnl. Zeichnung

Similar Draw.

Benennung / Description

Stromlaufplan
Circuit Diagram

ZF Friedrichshafen AG
Zeichnungs-Nr. Drawing-No.

Ind.

6029.713.163_A

Blatt

von
of

DIN

Sheet

ZF Getriebesteller Elektronik
Fahrschalter
Fahrschalter (Drehschalter)
Kupplungssteller mit Sensorik
Display
Drehzahlgeber Abtrieb

TCU transmission control unit


shift lever
shift lever (rotary switch)
clutch actuator with clutch position sensor
display
sensor output speed

A21
A23
A50

Diagnoseschnittstelle nach DIN ISO 9141


Fahrzeug CAN-Schnittstelle
ZF-Erweiterungsmodul

diagnostic interface DIN ISO 9141


CAN vehicle interface
ZF-extension module

F 1
F 2

Sicherung 10A (Kl.30)


Sicherung 10A (Kl.15)

H 9
E11
E12
E13
E17
E41

Warnsummer
PTO 1 Relais
PTO 2 Relais
Rckfahrscheinwerfer
Anlasssperrrelais
Relais Fahrschalter Neutral

warning buzzer
PTO 1 relay
PTO 2 relay
reverse light
starter interlock
relay shift lever neutral

S 2
S 4
S 5
S 8
S12
S13
S14

Schalter Kick down


Schalter Nebenabtrieb 1
SchalterNebenabtrieb 1 Rckmeldung
Tuerschalter
Schalter Neutral
Schalter Nebenabtrieb 2
SchalterNebenabtrieb 2 Rckmeldung

switch kick down


switch PTO 1
switch PTO 1 acknowledge
door switch
switch neutral
switch PTO 2
switch PTO 2 acknowledge

Y14
Y15
Y16
Y17

MV
MV
MV
MV

sol.
sol.
sol.
sol.

o
n

Stecker/Plug
ZF-Kabel
ZF-Harness

Polbildansicht
View of pin pattern

POLBILD
zu A50a

Polbild zu A1
X1A/X1B

POLBILD
zu A2a

POLBILD
zu A2b

POLBILD
zu A5

POLBILD
zu A21

4 7 10 13 16

3
6

4
7

JPT 3-reihig
18-pin

10

11

13

16

2 5 8 11 14
3

4 7 10 13

Abhngig von
Getriebesteller
variante
dependent by
shift unit model

Kostal
20-pin

4 7 10 13

JPT 3-reihig
15-pin

17

3 6 9 12 15

2 5 8 11 14

2 5 8
4 7

JPT 3-reihig
9-pin

JPT 3-reihig
15-pin

15

14

CAN-H
Busabschluwiderstand/
terminating
resistor

r
u
N
CAN-L

/
n

o
i
t
a

m
r
o

f
In

TCU
CAN end-user

r
u
z
8

CANF1-H

14

CANF1-H+

frei/ spare

15

CANF1-T

Fahrzeugverkabelung/
vehicle harness

13

CANF1-L+

12

CANF1-L

CAN-L

18

VMHF1

HF-ground optional

19

VMHF2

HF-ground optional

120
Ohm

HF-ground

Computer-Zeichnung
Original
nicht verndern
Computer drawing.
Do not modify
original copy

AMP M-N-L
6-pin

JPT 3-reihig
9-pin

12
16

Getriebestellerelektronik
konfiguriert
als CAN-Bus-Endteilnehmer

A23

AMP JPT
8-pin

Kostal Kuppl.
18-pin

13
17

8 5 2

18

9 6 3

10

7
5
3
1

POLBILD
zu A45

7 4
11

8
6
4
2

14

18 19 20

POLBILD
zu A50b

3 6 9

12

15

3 6 9 12 15

CAN-H

n
i
r

o
F
Kuppl.
Kuppl.
Kuppl.
Kuppl.

Anz. Nummer

Datum

Name

nderungen / Modifications

Konstr.

Design

Getriebestellerelektronik
konfiguriert
als CAN-Bus-Mittelteilnehmer

Naulin

valve
valve
valve
valve

clutch
clutch
clutch
clutch

engage fast
engage slow
disengage fast
disengage slow

TCU
CAN mid-user

*
A23

CAN-H
Busabschluwiderstand/
terminating
resistor

HF-ground

AS 2 Standard LKW
standard truck

CANF1-H

CAN-H

(ECU A)

14

CANF1-H+

CAN-H

(ECU B)

Fahrzeugverkabelung/
vehicle harness

120
Ohm

CAN-L

05-04-07

m
r
fo

schliessen schnell (Entlueften)


schliessen langsam (Entlueften)
oeffnen schnell (Belueften)
oeffnen langsam (Belueften)

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
Techn. Information
Technical Information
06-06-20 Mollnau
a
07-09-12 Nal
Bearbeit. Drawn
Ind.

o
i
t
a

fuse 10A
fuse 10A

3 6 9 12 15 18
2 5 8 11 14 17

y
l
n

A 1
A 2
A45
A 4
A 5
A11

15

CANF1-T

12

CANF1-L

CAN-L

13

CANF1-L+

CAN-L+ (ECU B)

18

VMHF1

HF-ground optional

19

VMHF2

HF-ground optional

hnl. Zeichnung

frei/ spare

(ECU A)

Similar Draw.

Benennung / Description

Stromlaufplan
Circuit Diagram

ZF Friedrichshafen AG
Zeichnungs-Nr. Drawing-No.

Ind.

6029.713.163_A

Blatt

von
of

DIN

Sheet

4
901
907
902

WX:+B/1.3
WK:K/1.3
WY:-/1.3
ZF-Erweiterungs Modul
ZF-extension module

EDVP
VPE
VPS1
VPS2
VPS3
CANF-H
CANF-H+
CANF-L
CANF-L+
EU
CANF-T
VMHF1
VMHF2
ADM1
ADM2
ADM3
VM1
VM2

900
1
901
2
503
3
4
5
-RT
6
-RT1
7
-SW
8
-SW1
9
10
11
12
13
514
14
515
15
516
16
902
17
902
18

WA:+Z/1.3
WX:+B/1.3
X80:12/2.2

X21

X19:3/1.6
X2A:3/1.6
X19:6/1.6
X2A:1/1.6

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15

521
522
523
524
525
526

Diagnose
diagnosis

X50A:7/1.1

X2

A21

WG:RF-/1.2
WH:FSN/1.3
X2A:15/1.6
X2A:14/1.6

X50A
X80:13/2.2
X80:14/2.2
X80:15/2.2
WY:-/1.3
WE:-/1.3

X5

WZ:+Bel/1.2
WT:SD/1.2

948
917

WE:-/1.3

902

WJ:+A/1.2

906

LX5

X80:10/2.2
X80:16/2.2
X80:17/2.2
X80:18/2.2
X80:19/2.2
X80:20/2.2

LX50

X80:11/2.2

901

-GN1
-GE2

WU

X19:8/1.6
X82:1/2.2

WR

X19:13/1.6
X82:3/2.2

WS

X19:17/1.6
X82:2/2.2

EF
CH
CL

WP

r
u
N
-GN2
948
917

906
920
921

X19:18/1.6
X82:4/2.2

X5:3/1.5
X80:4/2.2
X5:4/1.5
X19:9/1.6

X5:8/1.5
X19:15/1.6

CH+

WQ
CL+

WZ
+Bel

WT

907

902

902

SD

WJ

X21:2/1.3
X19:1/1.6
X80:6/2.2

X50A:17/1.1
X2A:8/1.6
X19:12/1.6
X21:3/1.3
X80:22/2.2
X80:21/2.2
X19:16/1.6
X50A:18/1.1
X5:6/1.5

+B

WA

LX80

WF

X2A:12/1.6
X80:9/2.2

WG

922

RF+

1
2
-RT1
3
4
5
901
6
900
7
902
8
920
9
10
11
921
12
922
13
950
14
950
15

Display

o
F

WK:K/1.3
WC:+B/1.3
X50A:6/1.1
WX:+B/1.3
WU:EF/1.2
X50A:8/1.1
WA:+Z/1.3
WR:CH/1.2
WT:SD/1.2

X19

WY:-/1.3
WS:CL/1.2
WJ:+A/1.2
WE:-/1.3
WP:CH+/1.2
WQ:CL+/1.2

X80/2.1

+Z

RC
D
R
DC
N
VM
N_DS

VM3

401
402
403
404
405
406
407

1
2
3
4
5
6
7
8
9

1
2
3
4
5
6
7
8
9
10
11
902
12
-GN1
13
14
906
15
902
16
-GE2
17
-GN2
18

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18

907
901
-RT
901
918
-SW
900
-GE1
917

X1:2/1.8
X1:4/1.8
X1:3/1.8
X1:5/1.8
X1:7/1.8
X1:6/1.8
X1:1/1.8
X1:8/1.8
X1:9/1.8

905
902
-GN1
919
906
902
-GE2
-GN2

Name

nderungen / Modifications

Konstr.

X1

X1:18/1.8
X1:16/1.8
X1:12/1.8
X1:10/1.8
X1:11/1.8
X1:17/1.8
X1:14/1.8
X1:13/1.8

Polbild
zu X1
1

WY

Polbild
zu X20

15

2 5 8 11 14 17
1

WE

4 7 10 13 16

JPT 3-reihig
18-pin

LX82

X82/2.1

POLBILD
zu X50B

18
16
14
12
10
8
6
4
2

17 18
15 16
13 14
11 12
9 10
7 8
5 6
3 4
1 2

11

13

AMP JPT
18-pin

11

AMP JPT
18-pin

2
5

14

13

Abhngig von
Getriebesteller
Variante
dependent by
shift unit model
4

18

17

4 7 10 13

JPT 3-reihig
15-pin

8
12

16

FSN

4 7 10 13

Kostal Kuppl.
18-pin

AS 2 Standard LKW
standard truck

ANSCHLUSSPLAN
CONNECTION DIAG.

8
6
4
2

4 7

7
5
3
1

AMP JPT
8-pin

JPT 3-reihig
9-pin

Similar Draw.

Benennung / Description

POLBILD
zu X5

3 6 9
2 5 8

MOLLNAU

AMP M-N-L
6-pin

POLBILD
zu X2B

17.01.06

POLBILD
zu X21

2 5 8 11 14

2 5 8 11 14

Design

A1

3 6 9 12 15

WH

hnl. Zeichnung

VPI
SDDK
CANF2-H
VPE1
VPE2
CANF2-L
SDEF
CANF1-H
SD
SDP
ADVP
CANF1-L
CANF1-L+
CANF1-H+
CANF1-T
VM1
VM2
VMHF1
VMHF2
VM3

6
10

15

900
1
907
2
-RT
3
901
4
901
5
-SW
6
918
7
-GE1
8
917
9
919
10
906
11
-GN1
12
-GN2
13
-GE2
14
15
902
16
902
17
905
18
19
20

POLBILD
zu X2A

14

16
17
18 19 20

A45

Fahrschalter (Drehschalter)
shift lever (rotary switch)

9
8

12

Kostal
20-pin

17
15
13
11
9
7
5
3
1

X45

3 6 9 12 15 18

RC
D
R
DC
N
VM
N_DS

X1

2
4

Polbild
zu X19

X20:7/1.7
X20:1/1.7
X20:3/1.7
X20:2/1.7
X20:4/1.7
X20:6/1.7
X20:5/1.7
X20:8/1.7
X20:9/1.7
X20:14/1.7
X20:15/1.7
X20:13/1.7
X20:18/1.7
X20:17/1.7
X20:12/1.7
X20:16/1.7
X20:11/1.7

WK

y
l
n

o
n

X45

1
2
3
4
5
6
7
8
9

TCU transmision control unit

X20

X20

401
402
403
404
405
406
407

X2B:1/1.7
X2B:2/1.7
X2B:3/1.7
X2B:4/1.7
X2B:5/1.7
X2B:6/1.7
X2B:7/1.7

ZF Getriebesteller Elektronik

LX 1

10

POLBILD
zu X50A

o
i
t
a

X2B

m
r
fo

JPT 3-reihig
15-pin

Datum

X45:1/1.8
X45:2/1.8
X45:3/1.8
X45:4/1.8
X45:5/1.8
X45:6/1.8
X45:7/1.8

X2B

CANF-Ra
CANF-Rb

X19

RF-

Anz. Nummer

A2

907
901
-RT
901
918
-SW
900
-GE1
917

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
Techn. Information
Technical Information
20.06.06 MOLLNAU
a
12.09.07 Nal
Bearbeit. Drawn
Ind.

VPE
EDVP
VM2
AD1

n
i
r

VP

3 6 9 12 15

X2A:13/1.6
X80:7/2.2

CANF-L
CANF-L+
CANF-H
CANF-H+

Fahrschalter
shift lever

VM

+A

X2A:9/1.6
X80:8/2.2

Computer-Zeichnung
Original
nicht verndern
Computer drawing.
Do not modify
original copy

r
u
z

m
r
o
WC

/
n

o
i
t
a

+B

X80:1/2.2
X19:2/1.6
X50A:1/1.1
X2A:7/1.6
X19:7/1.6
X80:3/2.2

LX19

WX

f
In

900
X19:5/1.6
X80:5/2.2

X50A:2/1.1
X2A:6/1.6
X19:4/1.6
X21:1/1.3
X80:2/2.2

KN1

-SW1

+Bel.
SD

X5

X50B

-GE1

1
2
3
4
5
6
7
8

LX 2

X2A

A5

901

918

WX:+B/1.3
WA:+Z/1.3
WY:-/1.3
WF:RF+/1.2

LX21

X50B

535

6
X50A:9/1.1

1 (+)
2 K
3 (-)
4 L
5 Pog
6

X50A

A50
ADVP
EDM1
EDM2
EDM3
EDM4
EDM5
EDM6
EDM7
EDM8
ED1
ED2
ED3
ED4
ED5
VMG

X21

ZF Friedrichshafen AG
Zeichnungs-Nr. Drawing-No.

Ind.

6029.713.166_A

Blatt

von
of

DIN

Sheet

POLBILD
zu X80

22 21
20 19
18 17
16 15
14 13
12 11
10 9
8 7
6 5
4 3
2 1

21 22
19 20
17 18
15 16
13 14
11 12
9 10
7 8
5 6
3 4
1 2

X80/1.5
"X17/BN"

901
901
900
948
918
907
922
920
921
521
535
503
514
515
516
522
523
524
525
526
902
902

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22

<- BORDNETZ(Kl.30)
<- BORDNETZ(Kl.30)
<- BORDNETZ(Kl.15)
<- (+) BEL. DISPLAY
<- ABTRIEBSDREHZAHL
<-> K-LEITUNG
-> Fahrsch. Neutral
-> RCKLICHT +
-> RCKLICHT -> ADVP
-> WARNSUMMER
VPS1
-> RELAIS PTO 1
-> RELAIS PTO 2
<<<<<<<-

F1

X82/1.5

r
u
N

"X82/CAN"

PTO 1 ANFORDERUNG
PTO 2 ANFORDERUNG
PTO 1 RCKMELDUNG
PTO 2 RCKMELDUNG
TRSCHALTER
BORDNETZ(Kl.31)
BORDNETZ(Kl.31)

request PTO 1
request PTO 2
switch acknowledge PTO 1
switch acknowledge PTO 2
door switch
vehicle electr.circuit(-)
vehicle electr.circuit(-)

CANF1-H
CANF1-H+
CANF1-L
CANF1-L+
VMHF-1
VMHF-2

POLBILD
zu X18

Anz. Nummer

POLBILD
zu X18A

6 5
4 3
2 1

Datum

y
l
n

o
n

10A

A13

E41
optional

o
i
t
a

A14

Sensor
output speed

Tachograph
D3orB7

/
n

m
r
o

o
F

n
i
r
S8

m
r
fo
E12

S5

S14

E11

S4

E13

H9

S13

A23

5
3
1

X18A
A23

6
4
2

AMP JPT
6-pin

Kl.31

Diese Zeichnung darf weder kopiert, noch dritten Personen ohne unsere Erlaubnis mitgeteilt werden. Diese Konstruktion ist unser Eigentum.
This drawing may not be copied or disclosed to third persons without permission of ZF. We are the owner of this design.
Techn. Information
Technical Information
20.06.06 MOLLNAU
a
12.09.07 Nal
Bearbeit. Drawn
Ind.

1
2
3
4
5
6

AMP JPT
6-pin

Computer-Zeichnung
Original
nicht verndern
Computer drawing.
Do not modify
original copy

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22

o
i
t
a

f
In

r
u
z

X82

F2

10A

X80A

1
2
3
4
5
6

Kl.15

vehicle electr.circuit(+30)
vehicle electr.circuit(+30)
vehicle electr.circuit(+15)
(+) lighting display
signal output speed
K-Line
shift lever neutral
reverse light +
reverse light ADVP
warning buzzer
VPS1
relay PTO 1
relay PTO 2

CAN
vehicle interface

-GE1
-GE2
-GN1
-GN2

Kl.30

X80

WR:CH/1.2
WP:CH+/1.2
WS:CL/1.2
WQ:CL+/1.2

AMP JPT
22-pin

AMP JPT
22-pin

WC:+B/1.3
WX:+B/1.3
WA:+Z/1.3
WZ:+Bel/1.2
WU:EF/1.2
WK:K/1.3
WH:FSN/1.3
WF:RF+/1.2
WG:RF-/1.2
X50B:1/1.1
X50B:15/1.1
X50A:3/1.1
X50A:14/1.1
X50A:15/1.1
X50A:16/1.1
X50B:2/1.1
X50B:3/1.1
X50B:4/1.1
X50B:5/1.1
X50B:6/1.1
WE:-/1.3
WY:-/1.3

POLBILD
zu X80A

Name

nderungen / Modifications

Konstr.

Design

17.01.06

MOLLNAU

AS 2 Standard LKW
standard truck

hnl. Zeichnung

Similar Draw.

Benennung / Description

ANSCHLUSSPLAN
CONNECTION DIAG.

ZF Friedrichshafen AG
Zeichnungs-Nr. Drawing-No.

Ind.

6029.713.166_A

Blatt

von
of

DIN

Sheet

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

y
l
n

o
n
it o

/
n

u
N

z
r

r
u

f
In

o
i
t
a
m
r
o

o
F

a
m
r
o
f
n
i
r

ZF Friedrichshafen AG
Hauptverwaltung
88038 Friedrichshafen
Telefon +49 7541 77-0
Telefax +49 7541 77-908000
www.zf.com

Antriebs- und Fahrwerktechnik

Vous aimerez peut-être aussi